For electrification and modal transfer – developing rail as other modes catch up: Railfuture and HADRAG respond to TfN’s decarbonisation report

HADRAG responded to Transport for the North’s decarbonisation strategy at the end of August. We supported the submission made by Railfuture’s four north of England branches, adding weight to proposals benefiting the Calder Valley line:

  • Electrification as proposed by the 2015 task force report, which gave the full Calder Valley line top ranking
  • Development of poorly served routes centred on the Elland/Brighouse corridor, Bradford/Calderdale-Huddersfield, upper Calderdale-Leeds, Wakefield and York. Rail can succeed as low-carbon mode of transport whilst other modes are still planning their catch-up.

Here is HADRAG’s submission, with links to the longer Railfuture document:

HADRAG supports the ambitions of Transport for the North to decarbonise transport across the North.

We agree with the submission made by the northern branches of Railfuture which can also be found on the Railfuture website at www.railfuture.org.uk/display2779 (freeform response – also appended to this report) and www.railfuture.org.uk/display2780 (questionnaire response).

HADRAG is a founding group of the Electric Railway Charter (www.electriccharter.wordpress.com). We support a rolling programme of electrification across the North of England as envisaged by the Northern Sparks task force (NETF) report (spring 2015). Northern Sparks gave top ranking on the basis of business, economic and environmental criteria to electrification of the full Calder Valley line from Leeds via both Bradford and Brighouse to Manchester, East Lancashire and Preston. Thus described, the CV Line was placed first in list of a dozen schemes for an initial 5-year programme (the five years being 2019-2024). We still await a government go-ahead for any kind of rolling programme. Indeed we still await a definite go ahead for electrification of the Huddersfield line under the TransPennine Route Upgrade, and for the Midland main line from Market Harborough to Sheffield. These two schemes were baseline assumptions of NETF.

The recent Traction Decarbonisation Network Strategy (TDNS – summer/autumn 2020) by Network Rail generally reinforces the Northern Sparks recommendations. TDNS recommends that about 85% of unelectrified railways across Great Britain should be overhead electrified. Overhead electrification offers at least about 80% energy efficiency (source to wheel) compared with about 70% for battery-electric trains and 34% or less for hydrogen. 34% efficiency means 66% of original energy wasted. All energy transfers involve wastage. Overhead line electrification wastes least because fewer intermediate transfers or conversions are involved. Given the low energy storage density of batteries and hydrogen it is no surprise that TDNS recommends batteries for only 5% and batteries only 9% of unelectrified routes. (For references see Railfuture submission below.)

Northern Sparks and TDNS surely provide the basis of a rolling programme in the North.

Modal shift and the Calder Valley Line

Rail is already low-carbon compared with other modes, and overhead electrification will increase this advantage. Whilst the road, air and marine transport are still working on solutions to decarbonisation at least a modest start can be made by encouraging modal transfer to rail. Whilst our Calder Valley Line is waiting for electrification there are opportunities for decarbonisation by services particularly by increasing frequency over at present underused route through Brighouse (with a new station expected at Elland in the next two years).

The Railfuture submission (appended) lists some possibilities for the CV Line focussed on the Brighouse and Elland route. Calderdale, Kirklees, Wakefield network:

From Preston/East Lancs/Calderdale via Brighouse, and from Manchester via Stalybridge to Huddersfield, Wakefield, Castleford and York; including links via routes crossing at Elland/Brighouse between Bradford, Calderdale, Huddersfield and Leeds, where greater frequency is required;

  • New/increased services could include some of the following –
  • New service Preston-Wakefield-Castleford-York (additional to existing Blackpool-Bradford-York)
  • Huddersfield-Castleford service extended to Pontefract/Knottingley
  • Manchester-Stalybridge-Hud service extended to Wakefield and York
  • Increased frequency upper Calderdale-Brighouse-Leeds/Wakefield connecting into increased frequency Bradford-Huddersfield at Elland/Brighouse
  • New service upper Calderdale-Huddersfield.

The sub-paragraph in bold suggests a “taktfahrplan” approach with half-hourly west-east services connecting into half-hourly north-south services at Elland/Brighouse. Other solutions are possible. We would also like to see services developed along the Preston-Wakefield-York corridor opening new opportunities for rail for to offer low-carbon alternatives, for example for a direct from Calderdale to Wakefield, Castleford and York avoiding Leeds. We refer to the Railfuture submission attached for further points. 

May 2022 and beyond: HADRAG responds to Northern plan… and calls for Taktfahrplan Calder Valley!

Is it stopping? Most of the day only half of trains through Sowerby Bridge stop. We think they all should. And we want a better deal for the Brighouse line. (So what’s new?)

Northern, along with other train companies across the region has published draft timetables for May next year. But their draft for next year shows limited changes for Calder Valley line – where the present timetable is set to carry on, pretty much, warts and all. But big changes are expected in December 2022 resulting from the task force consultation earlier this. It seems “Option B+” is to be adopted. We expect to keep our hourly service to Chester, are still going to be kept waiting for trains to south the of Manchester and the airport.

We have taken the opportunity to a call for a Swiss-style “taktfahrplan” or fixed, even-interval with connections between different routes giving predictable regular connections between. For example a half-hourly upper Calder Valley-Brighouse-Leeds/York service could connect at Brighouse (or Elland) Bradford-Huddersfield trains, something that’s never quite worked in the past. Let’s make it work in the future!

Our submission is here. – JSW

HADRAG responds on Halifax station, Manchester timetables, and West Yorkshire connectivity strategy

HADRAG has responded to three consultations so far this year.

Halifax station gateway is moving toward the final stage of plans (see Halifax Railway Station | Calderdale Next Chapter) We have welcomed the latest iteration of this transformational scheme for a new concourse building, parking and drop-off area, and pedestrian bridge linking to town. And we are pleased to note that the scheme is now designed to allow from possible reinstatement of a third operational platform in the future. Platform 3 is not going to be used in the present scheme but it will be left undamaged for a possible use as the train service is increased. Our response the consultation held in February this year is here .

A DfT and rail industry task force on Manchester Rail Recovery (MRRTF) reported early this year (see Manchester Recovery Task Force: Public Consultation (publishing.service.gov.uk)). Whilst the wait continues for major infrastructure enhancement, the idea was to come up with a timetacle that could work reliably over the complex routes in Manchester, notably the Castlefield corridor shown on HADRAG’s map below:

Three options were put out to consultation. We were disappointed, but not surprised, that there was no proposal to provide the service from Bradford, Calderdale and Rochdale via the “Ordsall chord” to stations on the south side of Manchester city and the airport. Connectivity to Deansgate, Oxford Road and Piccadilly stations would open up a wide range of travel opportunities for work, education, heritage and the arts as well as onward connections. And it would better connect our area for visitors coming in. We ask for the link promised by the now defunct Northern franchise, and for other improvements to the service on the Calder Valley line. Our response is here.

Finally, we have responded to the West Yorkshire connectivity strategy and Rail Vision . Alongside a bold vision for a network of mass transit routes across the county there are plans to continue upgrading a rail lines. We are pleased that WYCA continues to support electrification as recommended by the Northern Sparks task force six years ago, putting the Calder Valley Line as number one scheme. Our response supports the mass transit proposals, where we comment on suggestions for Bradford-Halifax routes serving Queensbury, Ovenden and Calderdale hospital, with rail, interchanges and Halifax, Elland and Low Moor. On the rail vision we welcome plans for capacity upgrades and possibe new services over existing lines. We want a better timetable for the Calder Valley line, a fair deal for Sowerby Bridge, Elland and Brighouse, and new services, for example to York via Brighouse, Wakefield and Castleford.

Comments on the governments “Great British Railways” white paper to follow.

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

Get Elland done!

 

Elland-Station-proposal
 

ELLAND station should open by the end of 2022. HADRAG says it’s a brilliant project with a superb local access package encouraging active travel – walking and cycling – to get people via regenerated parkland, new bridges and canal side to the station, Lowfields business park and all along from Greetland to Park Road.  A phase 2 public consultation here closes on Sunday 16 August – get in quick to support the project and comment on the latest details (you’ll find there’s feedback to read from the earlier consultation). We are determined not to accept any further delay to Elland. The Calder Valley Line will be used for diversions when work is being done for the TransPennine Route upgrade. Elland station could be an ideal alternative railhead for Huddersfield passengers at times when their station is out of use. So we say let’s get Elland done first. More below, and read HADRAG and Railfuture Yorkshire’s response to the consultation at this link. Link to WYCA website for consultation is https://www.yourvoice.westyorks-ca.gov.uk/elland2020#!

 

ELLAND station is already 20 years late and counting, having been shelved to save money when Brighouse opened in May 2000. As planning proceeds to full business case with a target to open before the end of 2022, we say any further delay can not be acceptable.

TRU concern. Following a government announcement last month of £589 million for the TransPennine Route Upgrade on the Huddersfield line, it still is not quite clear when that project will start. When it does start there will be periods when the Calder Valley Line is used for diversions and that won’t just affect the service at the new Elland station. The rumour machine has suggested Elland could be held up while TRU is completed, and whilst we have been told that is not expected to happen, the concern remains. If Elland had to wait for TRU it could take another 5 years, maybe more and that would be massive disappointment for local people who want their railway station and are eager to use the linked package of new and upgraded active travel routes linking the station to town centre, Park Road and Greetland via new bridges and canal path.

So we say get Elland done first. The official target is still to open the station by the December 2022 timetable change. The TRU work will mean there will be periods when Huddersfield station is closed for remodelling work. TransPennine Express services may then be diverted via the Calder Valley Line. If Elland station is already built it could be an ideal alternative railhead for passengers who normally use Huddersfield. The railway geography also tells us there will be periods when the service along the Brighouse and Elland line is also disrupted. But this will also affect other existing stations, and is no reason to delay Elland.

HADRAG will be pressing the case for Elland first, with local representatives, council and WYCA contacts, MPs and the transport secretary Grant Shapps. if anything, we argue, Elland needs to be brought forward by a few months, not put back. Along with the £589M for TRU, Mr Shapps announced a new Northern Transport Acceleration Council to speed up projects across our greater region. There was some understandable disquiet at what seemed to be top-down imposition, but maybe the new body could not just get planning of TRU and other schemes accelerated but also make sure schemes like Elland are not left behind.

Consultation response: HADRAG has submitted a joint response with Railfuture Yorkshire Branch to the Phase 2 consultation by West Yorkshire Combined Authority on Elland.  You can read our response at this link. If you are reading this before 16 August you also have time to send in your own response (details here). We praise the wider access package of active travel links that will open up Calderdale’s countryside to visitors arriving by rail, as well providing healthy access to the station. And we renew our call for a better service on the Elland-Brighouse line; the aim should be at least half-hourly  on both east-west and north-south routes in line with WYCA policy and we say this will be an essential development in the years after the station opens.  We expect the TransPennine Route Upgraded, when it is complete, to provide new capacity through Huddersfield and Mirfield that will allow more trains from Calderdale to Huddersfield, Leeds and Wakefield. But we still say let’s build Elland first! From the start, we hope Grand Central will call at Elland with its popular Bradford-London trains, so the new station will immediately have more than Northern’s Leeds-Brighouse-Manchester-Wigan and Bradford-Huddersfield local trains.

Bus and hospital links. We also call for the new station to be joined up with local bus routes taking people around Elland, Greetland and Stainland. This will need a bus stop by the station on Lowfields Way, and we have suggested a new network of local “hopper” routes. This should be easier as the proposed mayoral devolution deal for West Yorkshire should allow the county to take back control of buses. 

We also say Elland could be an excellent railhead for people from the upper valley to access Calderdale and Huddersfield NHS hospitals – staff, patients and visitors. We suggest a minibus link which could be demand-responsive and might even be free to use.

The station will have a reasonably large car park. Past experience suggests station car parks are never quite “big enough”. Covid-19 means transport is in crisis now, but we must work for a future where the car and congested, polluted roads are no longer first choice. Public transport must become sociable transport, popular but not overcrowded, first choice for the whole community. And of course electric as advocated by the Electric Railway Charter.

 

TRU benefits for Calder Valley – but we need the wires to build back better for zero-carbon

class-195-sowerby-bridge-jsw
The Calder Valley line continues to have a much reduced service as the Covid lockdown is cautiously eased. (And we must, indeed, be cautious.) The Blackpool-York service is at present Preston-Leeds, 2-hourly. Halifax-Manchester trains are also at reduced frequency. Bradford-Huddersfield and Leeds-Brighouse-Manchester are running hourly, near normal. Halifax-Leeds is mainly just two trains per hour, with the Halifax-Hull service not running but some Hebden Bridge-Leeds shuttles starting.  There are more trains at peak times but the service starts later. As campaigners we look forward to the rebuilding of public, sociable transport and passengers regaining confidence to travel. There is some way to go.

FUNDING for the TransPennine route upgrade, £598M announced by transport secretary Grant Shapps this week (23 July 2020), should be good news for the Calder Valley as well as the Huddersfield line. New tracks through Huddersfield-Mirfield should mean capacity for more trains via Brighouse and Elland where plans for the new station are approaching the next gateway. But also relevant to our line, uncertainty remains (despite a recent £10M batch of development funding) about a solution the Manchester “Castlefield” problem where promised services will never be delivered without congestion-busting capacity. We welcome the government’s commitment to these schemes but ask now for a truly modern, zero-carbon railway. That means electrification across our region including the full Calder Valley line as recommended in the 2015 Northern Sparks report. West Yorkshire Combined Authority calls for Calder Valley electrification in its recent submission to the National Infrastructure Commission. In the much longer term a new station in Bradford serving both the proposed Northern Powerhouse Rail (NPR) high speed route and the Calder Valley Line is advocated. That’s a long way ahead. The good news is there is now a realisation that the North of England cannot be kept waiting decades for a high speed route which even when it comes will serve the big cities, not local communities. We have to get on now with upgrading the “classic” routes. More on all this below:

As public transport – let’s call it “sociable transport” – rebuilds after Covid we want to see a railway that serves more and more of the community. City working may be permanently reduced in the future. The old rush-hour with commuters paying peak-rate fares crammed in the worst conditions could be history. So we need to look at a service for the whole community that gets people on trains for a wider range of purposes.

Latest news is that the long-awaited TransPennine Route Upgrade (TRU) seems to have the go-ahead. Critical not just for the Manchester-Huddersfield-Leeds route but also the linked Calder Valley line, the plan includes an increase from 2-track to 4-track between Huddersfield and Dewsbury. We expect this to allow more trains off the Elland-Brighouse Calder Valley corridor both into Huddersfield (where there will be more platforms) and through Mirfield towards Leeds/Wakefield.  There will be a conflict reducing grade-separated junction (flyover/diveunder) at Ravensthorpe. These extra tracks will probably be vital if the Brighouse/Elland line is ever to get a proper half-hourly service on both Bradford-Huddersfield and upper Calderdale-Leeds services.

As HADRAG has pointed out many times, a fast journey from Brighouse to Leeds via Dewsbury could take about 20 minutes or less compared with today’s almost 35 minutes. This time saving would also benefit trips from upper Calderdale to Leeds via the Brighouse route.

Elland station

The Elland station project is now on its way towards full business case under WYCA and Calderdale supervision. The required phase 2 public consultation is in progress. As far as we know the planned completion date remains 2022, but there is some concern about how this will marry up with TRU. Fear is that uncertainty about TRU and the phasing of works requiring diversion of TransPennine Express trains via the Calder Valley could delay the new station. Also the major works at Huddersfield station and through Mirfield are likely to affect trains via Brighouse. But if Elland has to wait for all the TRU work to be completed that could be another five, or even ten years, surely not acceptable given that the station originally should have opened alongside Brighouse in May 2000.

HADRAG says if anything Elland station should be opened sooner rather than later, and could be an alternative railhead for Huddersfield station users when diversions are in operation during the TRU works.

The consultation on Elland Rail Station and Access Package Phase 2 is open until 16th August 2020, details at this link: https://www.yourvoice.westyorks-ca.gov.uk/elland2020 . This is an ambitious scheme, not just a train station but a package of transformative local improvements. Make your views known!

Electrification – and NPR

As reported in our previous post, HADRAG responded to the National Infrastructure Commission call for evidence on rail needs in the North (here).

We also strongly welcome the submission made by West Yorkshire Combined Authority (jointly with W&N Yorkshire Chamber of Commerce) – at this link. They call for “a single strategic programme of investment in rail covering the next 30 years”, and say this must include improvements at Leeds City station, completion of TRU by 2026, links to HS2, and

  • “Delivery of the NPR network including a new station in the centre of Bradford incorporating both NPR and Calder Valley services and early delivery of a new line between Leeds and Bradford”
  • “A rolling programme of electrification to create an electrified city region metro rail network the supports the government’s wider plans to decarbonise the economy, starting with the Calder Valley line(we’ve added the italics).

Whilst CV electrification is the last item in a 6-point list, HADRAG would expect this to be the next scheme after TransPennine route upgrade, as recommended by the March 2015 task force report Northern Sparks.  We need a zero-carbon transport system if we are to build better, post-Covid. More on electrification, and Grant Shapps’s TRU announcement on our Electric Railway Charter site.

Remove Bradford turnback?

HADRAG has expressed concern that a high-speed line between Leeds, Bradford and Manchester would do little for Calderdale.  The Bradford “NPR plus Calder Valley” station proposal is perhaps rather long term, though we note the request for “early delivery” of a high-speed Leeds-Bradford route. The WYCA submission says the possibility of integrating the Bradford station with the Calder Valley line could remove the turnback at Bradford Interchange and create “a new through station which would also improve services [from Leeds] to Calderdale and east Lancashire”. So that is potentially good news for our line.

HADRAG has previously said that if Calder Valley trains could run on the NPR high speed line from Bradford to Leeds that would cut Halifax-Leeds journey time from the present 35 minutes plus, to about 20 minutes. Maybe we’ve been heard! We have also said in our own submission to NIC that NPR should have more intermediate stations including one in Calderdale itself.

Classic routes and Manchester capacity

Meanwhile the classic routes need improving. The government seems to realise we need upgrades way ahead of NPR. Alongside the TRU they promise the capacity issues in Manchester and Leeds will be addressed. £10M has been allocated for more design/development work on the Castlefield corridor where lack of through platforms is preventing improvements, including Calder Valley-Manchester Airport services, that were promised by the Northern franchise. There was of course a plan about 5 years ago for remodelling Oxford Road and providing two extra platforms at Piccadilly. We can only assume this is still one of the options. Another possibility is a tunnel from Ordsall Junction (west of the city) to Piccadilly station. This, on the face of it, could be decades away. Perhaps the Northern Transport Acceleration Council announced by Mr Shapps really will bring this forward.

We carry on campaigning   – JSW

Upgrades across Pennines needed now (no use waiting decades for high speed)

BGH 180
Brighouse station saw massive growth in passenger numbers over ten years but is now constrained by a poor service, just hourly to each destination. We need the TransPennine Route Upgrade (TRU) to deliver extra tracks around Mirfield so more trains from Halifax and upper Calderdale can come through Brighouse to Huddersfield and Leeds. Transport campaigners are protesting because Andrew Haines, Chief Executive of Network Rail has been quoted casting doubt in the TRU scheme. HS2 and Northern Powerhouse Rail are decades away and will not help local stations.

CAMPAIGNERS in West Yorkshire are extremely concerned about lack of progress by the Government and Network Rail on infrastructure proposals that should deliver improvements for travellers in the next few years, including the TransPennine Route Upgrade (TRU) and enhancements in Manchester if the railway is to honour promises made to the Calder Valley line and other routes across the North.  Three rail user groups and the Yorkshire Branch of Railfuture have written to Andrew Haines, Chief Executive of Network Rail, who was recently been quoted as casting doubt on TRU. In a magazine interview (RAIL 897, 29 Jan’2020) Haines had said the scope of TRU could depend on the high-speed rail proposal “Northern Powerhouse Rail” (NPR). The campaigners, in Stalybridge Huddersfield Rail Users Group and Upper Calder Valley Renaissance Sustainable Transport Group, say NPR is decades away and will not benefit stations on regional routes that desperately need investment now.

The groups have also written to Secretary of State for Transport Grant Shapps MP, and to the new Chancellor of the Exchequer, Rishi Sunak, calling for urgent, overdue projects to go ahead without further delay.

Last August Network Rail opened consultation on proposals to upgrade the railway between Huddersfield and Dewsbury to four tracks (https://www.networkrail.co.uk/running-the-railway/railway-upgrade-plan/key-projects/transpennine-route-upgrade/huddersfield-to-westtown-dewsbury/) with separate lines for fast expresses and local services and grade separated junctions (flyovers) to reduce conflicts in the timetable. These proposals would not only allow for faster journeys along the TransPennine route via Huddersfield, but also enable:

  • A 30-minute (2 trains per hour) service throughout the day at the four busy stations between Huddersfield and Stalybridge which currently only have an hourly service, and better services at local stations between Huddersfield and Leeds/Wakefield.
  • Improved services along the linked Calder Valley Line through Brighouse using the extra tracks TRU should provide towards Huddersfield and Leeds. In effect Brighouse at present only has an hourly service (though on two routes). But the station saw high growth in footfall over ten years, and serves a population of significantly more than 20,000, comparable with many stations with a minimum of two trains per hour. A new station planned at Elland (next to Brighouse) will serve a similar population.

Despite last week’s prime-ministerial announcement on high speed rail, it is still unclear when NPR will be complete. It seems very unlikely to be before 2035 and probably considerably later. In the meantime the need for more capacity on classic rail routes is urgent but progress on planned schemes seems to be at a halt.

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New trains now work on Blackpool-York and Chester-Manchester-Leeds services  through Halifax. But the Northern trains franchise also promised services across Manchester to Oxford Road station (near the university) and the Airport, as well as increased frequency Bradford-Manchester. But now that can’t happen because extra platforms through Manchester Piccadilly station, planned five years ago to complement the new Ordsall Chord (which was built), have still to be approved by Government. We have written (again!) to transport secretary Grant Shapps, and to the new Chancellor of the Exchequer Rishi Sunak asking for this work to go ahead. 

The campaigners’ letters to Haines, Shapps and Sunak ask for TRU and other schemes to go ahead, without being scaled back, leading to much earlier benefits for communities that will not directly benefit from NPR when it comes, and in any case cannot wait that long to have their service improved.

The call is for significantly improving regional connectivity in the next five years, making train travel more attractive for more people as an alternative to congested roads, and part of the transition towards low-pollution, zero-carbon transport.

Along with TRU, the groups are calling for:

  • enhancements around Manchester Piccadilly and Oxford Road stations (Castlefield corridor) that were planned more than five years ago, essential to provide additional capacity reducing delays to existing services, and allowing additional services. A new hourly service from Bradford and the Calder Valley Line to Manchester Airport should have started last December but has yet to be delivered. The January 2020 Transport for the North board meeting again called on the government to give this work the go ahead (https://transportforthenorth.com/wp-content/uploads/Item-5-Central-Manchester-Report.pdf ).
  • a rolling programme of electrification across the North, based on the recommendations of the still-current 2015 Northern Electrification Task Force report (https://transportforthenorth.com/wp-content/uploads/EFT_Report_FINAL_web.pdf ), which gave the Calder Valley Line top ranking.

Nina Smith, Chair of Railfuture Yorkshire Branch and UCVRSTG said: “The Trans Pennine upgrade and work to improve capacity across central Manchester – including the Castlefield corridor – must be started as a matter of urgency now. They are complementary to the longer-term Northern Powerhouse Rail, which is years away and will not directly benefit local commuters. It is not an ‘either-or’. Until these essential works are completed, passengers using local stations on the Leeds to Manchester via Huddersfield route will continue to have a poor service, as will Brighouse passengers. The poor connectivity from the upper Calder Valley to Huddersfield will continue, and the Calder Valley line will not see the promised services to Manchester Piccadilly and Manchester Airport.

Stephen Waring, Chair of HADRAG and joint coordinator of the Electric Railway Charter (www.electriccharter.wordpress.com ) said “We need the TransPennine Route Upgrade to restore a four track railway into Huddersfield so we can have a better service through Brighouse and the planned new station at Elland. Twenty years ago Brighouse succeeded in getting its station reopened, but the town is still waiting for a decent service, prevented by track capacity through Huddersfield and Mirfield. The TransPennine Route Upgrade opens up massive possibilities but now we are worried the Chief Executive of Network Rail is questioning the amount of 4-tracking. We need that full scheme.

“And we need full electrification. It’s just about 5 years since the Northern Electrification Task Force effectively proposed a rolling programme of electrification across the North. Strategic routes across the Pennines including our Calder Valley Line need to be wired if we are to create a modern, reliable, zero-carbon transport system. The Electric Railway Charter will keep up the campaign.”

Mark Ashmore, Chair of SHRUG said “With the banning of the sale of new petrol and diesel cars in 2035/40, and the government’s commitment to the UK becoming carbon neutral by 2050 the need for full electrification of the trans-Pennine route from Manchester to Huddersfield, Leeds and York, along with more four-tracking, has never been more necessary.”

Get involved as Elland moves to next stage!

Aerial view

HADRAG wants local people to respond positively as the Elland rail station project takes a further step forward. WYCA (West Yorkshire Combined Authority) and Calderdale are consulting on the latest outline designs with drop-in sessions to look at the plans and meet members of the project team, and an on-line consultation. Downloadable displays show visual impressions of the new station itself and plans of the proposes wider access package, which could include pedestrian and cycle links from as far away as West Vale, with new bridges over the River Calder and canal. There is also a booklet which sums up both station and access schemes. 

Fingers crossed, we can be confident now that the station is on course to open by 2022 – who knows, maybe before? The whole combined scheme – a 2-platform station with lifts, car park and wider access package costed in total at a little over £20 million – is a lot more than just a simple train halt. It’s in the West Yorkshire Transport Fund capital programme, but there are still hoops to jump on the journey through outline then full business case to construction and commissioning for trains to stop there. The present consultation is part of that process. Deadline for responses is 20 July 2018.

WYCA is working on the station, and Calderdale on the wider sustainable access. This public engagement period is to allow everyone to see the work to date and give their thoughts. The scheduled drop-in sessions are:

      Thursday 28th June – 12pm to 6pm – Elland Southgate Methodist Church

      Wednesday 4th July – 12pm to 6pm – Brighouse Civic Centre

      Saturday 7th July – 10am to 2pm – Elland Southgate Methodist Church

      Monday 16th July – 12pm to 6pm – Halifax Town Hall

Whether or not you can make one of these sessions all the engagement materials including a list of “FAQ” answers are available on the WYCA website for review:  https://www.yourvoice.westyorks-ca.gov.uk/.

What’s to be done about Northern trains? – HADRAG’s annual meeting in Sowerby Bridge

 

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When will we see modern, non-polluting trains like on the Calder Valley Line? Four campaigning rail user groups launched the Electric Railway Charter in Halifax in May. The launch event was addressed by Holly Lynch (MP for Halifax), Nina Smith (Chair of Railfuture Yorkshire Branch), Anthony Rae (Chair of Yorkshire & Humberside Transport Activists Round Table), and Richard Lysons (Chair of Friends of Littleborough Station). The call is for a rolling programme of electrification across the North, based on the “Northern Sparks” task force report which made recommendations to the governments more than three years ago. Top-ranked recommendation was, of course, electrification of the Calder Valley Line.

HADRAG holds its annual meeting in Sowerby Bridge on Saturday morning, 2 June at the end of what seems to be the most chaotic first fortnight of a new train timetable that anyone can remember. The meeting, at St Paul’s Church centre, Tower Hill, Sowerby Bridge HX6 2EQ from 10am, is open to all Calder Valley Line rail users to make their views known. Invited guest speaker is Adam Timewell, commercial franchise manager at the Rail North Partnership. The Partnership involves North of England transport bodies and the Department for Transport. Adam has a key role in overseeing the Northern trains franchise operated by Arriva and will be expecting to field a variety of questions about the present state of Northern trains and how we move forward towards a real alternative that offers not just the promised new destinations but also a well-designed and reliable service for local users, attractive to the whole community. The meeting on Saturday at St Paul’s is doors open 10.00 (light refreshments); speeches from 10.20 and discussion until 11.45, followed by business meeting to finish at 12.30.  READ on for more on our concerns:

HADRAG is concerned about Sowerby Bridge and the Brighouse corridor. The new timetable (even when it’s working properly) has lost the easy connections we used to have from upper Calderdale to Huddersfield, and we can see people who used to change trains at Brighouse leaving the station and getting on the bus instead. There are also still questions about future service patterns and exactly which trains will stop and Sowerby bridge and Mytholmroyd from 2019. From this month Brighouse itself sees an effectively reduced service to Leeds with the slow train via Bradford overtaken in both directions by the direct service via Dewsbury – surely a mockery of the specified 2 trains/hour pattern. HADRAG wants to see a commitment from the railway to provide more trains over the Brighouse corridor, particularly important when we get Elland station open.

In January the Arriva-owned Northern train operator announced that it would be forced to defer some of its May 2018 enhancements. This was because delays to electrification on the Bolton line would result in a shortage of diesel trains. (Commuters forced to endure sardine-can conditions already knew there was a shortage of carriages.) It is not clear why it only became clear in January that certain works would not be completed for May. Plans were eventually announced in April: service extensions to Manchester Airport and Chester deferred, and the popular Blackpool-York service temporarily cut back to Preston-Leeds, a big disappointment. But at least we were expecting a timetable that would work. Sadly this was over-optimistic; now it seems driver shortages are leading to delays and cancelations that are worse than anything that any of can remember for a timetable change.

Back in February we had serious concerns about what we’d seen online about the May timetable. Promised trains to Manchester Airport and Chester sounded great, but it looked like Sowerby Bridge and Mytholmroyd could be missing Sunday trains to Manchester, some important peak services seemed to be missing and there was a serious issue about “clockface” patterns. The good news was that the April announcement, despite the deferred enhancements, suggested that concerns had been at least partly addressed. Which didn’t prepare us for the collapse of reliability and punctuality when the new times actually came in. It is hoped some of the promised enhancements and reinstatement of Blackpool-York will be made by the end of this year when more trains cold be available. We shall be pressing Northern to introduce the new destinations without doing further damage to existing local connectivity. Much more urgently however, we are looking for an action plan to be implemented in the coming days and weeks to get the present timetable running properly.

Here (dated 30 May and updated from our Spring newsletter) is HADRAG’s review of the May 2018 changes – based on what they are supposed to be running not the chaos that’s been happening over recent days:

Peak commuter services. With a major recast a lot of times have changed. A relief for Calderdale-Leeds users is that the extra Halifax-Leeds train operated by a 5-car Grand Central unit not only continues to run but will start back from Hebden Bridge at 0702.  And it will have a return working at teatime. The latter in particular means additional capacity. But it is difficult to be optimistic about further early relief for overcrowding at least until the new trains are in full service by the end of next year.

Blackpool-York trains are temporarily cut back to Preston-Leeds, with connections at Preston, but will run through on Sundays. You can see the logic given a shortage of diesel trains and the Blackpool line now electrified; but this is still very unwelcome. Some other CVL trains will be linked through to/from York or Selby in compensation for existing Calderdale cross-Leeds users. With the Airport and Chester services deferred, it’s odd that extension of Leeds-Brighouse-Manchester trains to Southport has gone ahead, increasing frequency on the Manchester-Atherton-Wigan line. Calderdale’s loss is Atherton’s gain? Southport is surely the least useful of our new destinations. Southport and Wigan people would really rather have trains to Manchester Airport. Wouldn’t we all?! Northern have said they will restore Blackpool-York as soon as trains become available. It is expected that the service will then become fast Leeds-York, which sounds like good news.

Sowerby Bridge and Mytholmroyd do, thankfully, keep their hourly Sunday service to Manchester, and in addition have all Blackpool/Preston-Leeds/York stopping — good news we’ve been waiting for, except that there is now going to be a wait for most of these trains actually to run through to York and Blackpool!  (They do go through on Sundays.) But Mytholmroyd is not shown in Northern’s online pdf York-Blackpool timetable. We shall see if it’s in the eventual printed version. At time of writing online timetables were still showing a 2-hour late evening gap in trains back from Manchester to these stations, despite two services running through non-stop in between. We raised this with Northern in late April and it sounded like a genuine error the train planners could fix. We are waiting.

Upper Calderdale connectivity to Huddersfield is damaged. So if you are travelling from say Mytholmroyd or Sowerby Bridge you can no longer get off at Brighouse and board a closely following train to Huddersfield. Worse, the trains that stop at MYT and SOW do not connect with the Huddersfield trains at Halifax. Journey planner recommends going travelling to Dewsbury and then doubling back at an inflated fare with no cheap returns available. Ridiculous. The situation is slightly better for Todmorden/Hebden Bridge-Huddersfield as the fast trains that stop there connect with the Brighouse/Huddersfield trains at Halifax.

Clockface patterns are far from ideal. Just as an example, Halifax towards Leeds is now roughly 00, 12, 34, 43, deviating significantly from even-interval. Annoying variations between hours could make people miss trains. Some journey times increase. Eastbound Preston-Leeds trains call at Bramley, whilst Huddersfield-Hfx-Leeds trains are non-stop from New Pudsey. Overall verdict: rather messy.

Brighouse Line. More clockface and journey time issues. Leeds-Brighouse-Manchesters are fast Rochdale-Manchester, a gain partly lost by extra time westbound Brighouse-Sowerby Bridge. Would it not be better to hold them in Brighouse station, rather than have the trains waiting for signals at Milner Royd? Issues like this should be helped when new signalling is commissioned. The Leeds-Brighouse direct trains overtake the ones via Bradford in both directions. This makes a mockery of the franchise Train Service Requirement of 2 trains/hour Brighouse-Leeds. If you just miss the direct train (or it’s cancelled) you might as well wait for the next one a full hour later rather than get on one that is overtaken. With “pathing” time approaching Huddersfield—which actually means waiting at the signals at Bradley Junction—Brighouse-Huddersfield now typically takes 14 minutes. Surely some better solution to both of these problems can be devised? Leeds-Brighouse-Manchester will be running later in the evening, but not yet on Sundays: we shall keep pressing for that. Sundays Leeds-Halifax-Brighouse is more or less hourly, a promise delivered, though with irritating variations (dodgy clockface again).

Three Northern booklets (8, 36 and 45) are still required to show the whole CVL service—somewhat unsatisfactorily. We understand there is a plan to improve the booklets. Dare we hope for a clear, well presented Calder Valley line booklet showing all services when Northern Connect branded services are introduced in December 2019? This is clearly something that Northern find difficult, but remember West Yorkshire “Metro” produced complete line timetables right through from the 1970s to a year or so ago. Why can’t Northern  under Arriva replicate what the county body used to do?

December 2019 will be another major change with an extra service each hour Bradford-Manchester and through trains to Liverpool as well as Man Airport and Chester. We say this should be an opportunity to deliver a better clockface pattern,  and serve more local stations with the Airport trains. Enhancements must surely be brought in without damaging the service at local stations. Sowerby Bridge, Brighouse and the future Elland station deserve a much better train service.  —JSW