YES, that’s a brand new train taking the curve into Halifax, snapped from Shaw Lane bridge in July. That was a trial run, but now the “Class 195s” are in service on Manchester and Chester trains, and expected on the Blackpool route in December.
Entry to service was not without hitch. We hope causes of recent delays and cancellations across Calder Valley services (not just the new trains) will be quickly resolved.
We also trust there will be enough extra carriages to relieve overcrowding. The benefits of a new modern will be lost on passengers who are still crammed like sardines.
And we’ve asked for the new trains on the Leeds-Manchester -Wigan service that goes through Brighouse. This route was promised modern (albeit second hand) Turbostar trains from Scotland but these have gone to the Bridlington-Sheffield route instead. It’s not good enough for the Brighouse line to struggle on with older sprinter-type trains when higher performance units would be better suited to a pattern of frequent stops.
Timetable development is a major issue. The railway collectively finds itself unable to keep promises such as extra trains on our line including ones to the south side of Manchester. Instead of bringing comprehensive improvements the December timetable looks like a kick in the teeth for Sowerby Bridge and Mytholmroyd station users who lose most of their trains to York and Blackpool. Northern have made changes to repair some of the damage, but we fight on for a better deal for the whole line.
Read our recent paper with reasonable demands for improvement and realistic ideas for implementation at this link.
With the future of the train company in doubt, we are pressing West Yorkshire Combined Authority (Metro) and Transport for the North to come up with a strategy to provide the comprehensive, modern, reliable Calder Valley line service that the Northern franchise was supposed to deliver.
We’ve been seeing lot of aging “Pacers” recently, whilst waiting patiently for the brand new trains promised to be on Calder Valley services this year. The new “Class 195s” have been under test and a problem has been found with couplings. We gather the engineers have a solution but it means further delay. This follows disappointment that the “Class 170” trains from Scotland, second hand but pleasantly modern, are not now likely to be deployed on the Leeds-Brighouse-Manchester route. As far as we know officially the Pacers are still expected to go by the end of this year, and the brand new trains should come our way.
Hell to pay if they don’t arrive! Again, we are pressing Northern for confirmation of intent.
Header Image: “A spanking new 195 113” flickr photo by 70023venus2009 https://flickr.com/photos/70023venus2009/40723003743 shared under a Creative Commons (BY-ND) license
People are so used to being on the “Cinderella Line” that if you tell them brand new trains are coming they tend not to believe it. But Northern’s promise when Arriva secured the franchise (late 2015) was new stock for Calder Valley services via Bradford to Manchester and on to the Airport, Chester and Liverpool, plus the established York-Blackpool service. All these services would be branded “Northern Connect”, the franchise’s new regional express product, by December 2019. We sincerely hope all of this happens though our priority (and we believe Northern’s) is a service that works for existing users. It seems new kit can not be expected to work out of the box. The new “Class 195” diesels from Spain are being tested and de-snagged as we write but fingers crossed we might see some of them on CVL trains to Manchester and Chester before the summer solstice. Meanwhile we already have the Leeds-Brighouse-Manchesters going through to Southport. This service was promised modern “Class 170s” from Scotland. The 170s are already familiar on the Harrogate line and are good trains to travel on, a step up from the Class 158s and a giant leap from the crummy “150s” that still make our line look like a 1980s throwback. But apparently there was a “gauging problem” meaning the 170s don’t quite fit on the Calder Valley Line. Though we also hear that work has been done to make sure TransPennine Express new trains do fit. Latest we hear is the 170s will be used (instead) on Hull-Sheffield Northern Connect services. So either the Calder Valley line will see even more of the new trains (come on, let’s be optimistic), or else have to soldier on with 1980s “sprinter” and “express” stock for some time. Oh, and by the way, the hated Pacers, still very much around, really will be going, but the longer it takes to commission the new trains, the longer the old will stay in service.
Which is, perhaps, stating the obvious.
Header Image: “Northern Scotty” flickr photo by JohnGreyTurner https://flickr.com/photos/johngreyturner/45494410864 shared under a Creative Commons (BY-NC-ND) license
Copley viaduct, on the line from Sowerby Bridge to Halifax and Bradford. Lower bridge over the Calder is route of Leeds-Brighouse-Manchester trains that come through Elland and Greetland. By chance both trains in this shot are 30-year old “Class 150” Sprinter types — the ones with cramped 2+3 seating. 150s should be banished from this line, though not from Northern, in less than two years’ time. Northern Connect services crossing the viaduct en route to Blackpool, Chester, Manchester Airport, Leeds and York will be brand new trains now being built in Spain, whilst the “valley bottom service” (soon to be extended to Southport) is expected, in less than a year, to get refurbished millennium-vintage “Turbostars” arriving from Scotland; these will be a lot better than 150s or Pacers or even the “express” 158s — trust us! We hear Northern hope to replace of more of the older units. So maybe things really can get better.
Disturbing incident, early February, when a 30 year-old “sprinter” train entering Leeds station on a Calder Valley service, became uncoupled, its two coaches separating as they came to a halt. Thankfully such incidents are rare. And on a railway designed to be fail-safe, when the compressed-air pipe running along the train is broken, the brakes come on automatically to stop in the shortest distance possible. So passengers waiting at the station were delayed whilst several lines were closed allowing passengers on the broken unit to be helped out and walked to safety. There will doubtless be an inquiry about why the coupling on this train failed, and we must await the results patiently. But, meanwhile, we can’t help thinking: is pressure on depot time a factor in this kind of failure, given the shortage of trains? Isn’t this another argument for keeping guards on all trains? And what if, instead of mid-afternoon, this train that split in two exposing gaping gangways had been a crush-loaded commuter service?
Header Image: “Leeds station name sign (3 Mar 17)” flickr photo by Daniel H Wright https://flickr.com/photos/danielhwright/32482341114 shared under a Creative Commons (BY-NC-ND) license
Congratulations to “our” intercity operator Grand Central on its tenth anniversary at the end of last year. As if to mark the occasion, GC has withdrawn its three InterCity 125 “high speed train” (HST) units, receiving four more of the “Class 180” trains familiar both to Halifax/Brighouse-London passengers and to those who depend on the 0728 Halifax-Leeds. The extra 180s are from Great Western, another company taking HSTs out of service as new “Intercity Express Project” trains arrive. The GC HSTs, which received new engines in 2010, have gone to East Midlands Trains. What a pity they could not have moved sideways from Arriva-owned GC to sister company Northern to help relieve overcrowding whilst we desperately await new trains.
Header Image: “43 480” flickr photo by hugh llewelyn https://flickr.com/photos/camperdown/13914425522 shared under a Creative Commons (BY-SA) license
It may be a cast-off from down south but this “319” was given a quality refurbishment and and glossy branding by the previous Northern franchise. 86 of these 4-car trains used to work the Bedford-London-Brighton “Thameslink” route that now has a completely new fleet. 32 are now Northern’s, plus eight more that will have diesels added so they can work on both electric and non-electric routes. Good idea? Maybe. But an electro-diesel “bimode” train working, say, the Windermere branch will also have to run to Manchester Airport using power from the 25kV overhead supply, carrying its diesel engines there and back as energy-wasting dead weight.
Sister company Arriva Trains Wales is also, we hear, to acquire bimodes converted from the same fleet. That still leaves about half of the 319 fleet, looking for good work to do. More electro-diesel conversions in prospect?
Is that what we want in a world where we should be saving energy and combatting climate change?
Meanwhile, TransPennine Express has ordered brand new electric trains to use on Liverpool/Manchester-Scotland services, making redundant a small fleet of modern “Class 350” units, pure electrics built just four years ago. The 350s were going to go to the Midlands, but the new operator of the West Midland train operation has ordered new trains instead. So that’s another 10 good, modern pure electric trains that could be put to good use in the North of England, if only more routes were electrified.
Header Image: “Liverpool & Manchester (101)” flickr photo by Rept0n1x https://flickr.com/photos/121958154@N04/16766158856 shared under a Creative Commons (BY-SA) license