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?
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 As if to mark the occasion, GC has withdrawn its three InterCity 125 “high speed train” (HST) units, receiving four more of the “Class 180” trains familiar both to Halifax/Brighouse-London passengers and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.
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.
Overheard recently: “This is a nice train. Must be one of the new ones.” Well maybe not quite, but new colours appearing increasingly on our trains mean refurbishment by Northern under the Arriva-run franchise. A good start, work in progress — brighter, lighter, more welcoming outside and in. With great patience we await fully operational onboard information, along with the free wifi also promised by end of decade.
We hope Northern will confirm news of more modern Class 170 trains (freed up by Scottish electrification) for Leeds-Brighouse-Manchester trains. Better still, the promise is brand new trains on Calder Valley “Northern Connect” services to Manchester Airport, Chester, Liverpool, Blackpool and York by 2020, to tackle overcrowding as well as modernise the ambience. And Pacers really will be gone.
New trains, faster journeys, more seats, more often: “Four in 44” — four broad objectives in 44 months from the start of the Arriva Rail North franchise last April, taking us to December 2019. On the Calder Valley Line we are promised a good share of the new trains (which could start to appear next year); and of the faster services, branded Northern Connect (including all Leeds/Bradford-Manchester and York-Blackpools); and of the more often. New destinations will include Chester, Liverpool and Manchester Airport, with an extra train every hour between Bradford and Manchester.
The more seats promise is globally a 37% increase in peak capacity for “31,000 extra customers”. That, we repeat, is by 2019, by which time most of the new trains will be delivered. There will also be lots of units “cascaded” from other train operating companies (TOCs), all of which are to be refurbished to be good as new—which means even better than “partially refurbished” Class 158 train that has been running on our line over recent months, and which Northern admits is work in progress. The cascaded trains will include modern Class 170s from Scotland (promised for the Harrogate and Leeds-Brighouse-Manchester lines) as well as more 30-year old Class 150s. We are excited by the prospect of a “good as new” Class 150.
All the above we knew already. But we do have some simmering worries, to be voiced in more detail in our New Year message to Northern managing director Alex Hynes. In summary.
Worry One. We need more capacity now!
A 37% increase for 31000 “extra” passengers in three years time sounds great unless you are one of thousands of existing Calder Valley Line commuters who, right now, daily endure trains that seem more like 100% overcrowded. People who depend on the train to access employment pay the highest fares to travel on peak-hour trains, but often seem to get the worst service, as they find themselves packed like canned sardines in trains so full that sometimes passengers are left behind.
Northern actually had rolling stock taken off it last summer in a knock-on effect when TransPennine Express lost decent Class 170 trains to Chiltern Railways. One consequence was halving of capacity on two morning Calderdale-Leeds trains. Northern worked with sister Arriva company Grand Central to get a 5-car train running an extra Bradford-Leeds train. That (after some nagging by HADRAG) has now been extended to start at Halifax. We are grateful to Northern for this initiative and their positive response to or suggestion.
But we know, and they know, that a lot more is needed to help with intolerable overcrowding on other trains.
Worry Two. Even if we can bear to wait until 2019, how is 37% more capacity going to be enough?
We understand the Arriva Rail North has an option to order more of the new trains —diesels and electrics— that are being built by CAF in Spain.
It is be hoped that when the current order for 281 vehicles is complete, more will be built! …
Worry Three. Delays to the rolling stock cascade affecting planned improvements
Last November, Network Rail issued a media statement announcing that certain improvements to Northern and TPE services scheduled for December 2017 would be “phased”, which of course means “delayed” (though some regional media interpreted the story as good news). We struggled to get clarification on this. It seems projects like the Ordsall Curve —critical to North of England service development— are OK. But late-running infrastructure projects elsewhere, like Great Western Electrification, mean the cascade of rolling stock to Northern could be held up. An email sent out by Northern in the North West suggested December 2017 improvements could be delayed until May’18.
It is not yet clear whether this will affect introduction of the CVL Chester service or Sunday Bradford-Manchester Airport trains, both of which were planned for December 2017.
Worry Four. Refurbishment means pain before gain as trains go out of service for the work to be done. Can’t we draft in more trains to cover?
Northern is still working out what the “good as new” refurbished trains will look like. When the programme is under way, covering everything apart from Pacers (which have to go), it will mean more trains out if service for the work to be done. Which will temporarily reduce capacity even more.
Some have suggested Northern’s rolling stock problems could be addressed by drafting in rakes of locomotives and coaches. Other TOCs have done this and Northern is doing it on the Cumbrian Coast route using old Class 37 diesel locos and rakes of Mk 2 coaches. But that sort of train could not keep up to “sprinter” timings on the CVL, and we hear there have been reliability problems on the Cumbrian Coast. However there may be sets of coaches available if suitable modern traction can be found to pull them. In particular the former “Wessex Electrics”, later Gatwick Express trains of Class 442 are lying idle in want of a new use. Two other Arriva companies have already expressed interest. Alliance Rail wants some for a proposed open access Southampton-London service, whilst Arriva Trains Wales is reportedly proposing to run them with diesel haulage as crowd-busters. There are 24 of these trains, not brand new but decent modern 5-car units that would be much better than a 2-car “150” or Pacer. So how about some for Northern? Modifications would be required; is cost a barrier for a franchise that is otherwise promising so much?
Worry Five. Will innovative rolling stock solutions work?
With delays expected to diesel train cascades, rolling stockleasing company Porterbrook announced with Northern and Rail North just before Christmas that it intends to fit some Class 319 electrics with diesel-generator modules and put in service with Northern by Spring next year. Northern has been using pure-electric 319s for a couple of years on newly electrified lines in the North-West. As “bi-modes” they could be used more widely across the North. Like the Vivarail Class 230 “D-train” which uses former London Underground D78 trains, it is thought the “Class 319 Flex” would have automotive diesel alternator modules installed under the carriages. On 30 December one of the power modules on Vivarail’s “230” prototype caught fire whilst on trial near Coventry. Public trials of the “230” are therefore postponed pending an investigation report. Of course the 230 and the 319 Flex are not the same train and we may be worrying unduly. But don’t blame us for being concerned.
Worry Six. Service development. The Northern Connect promise is excellent, but what about our “Cinderella stations”?
This was HADRAG’s big strategic issue for 2016 and we are not giving up. Latest station usage estimates (next page) confirm the increase in Brighouse and Sowerby Bridge passengers over ten years. Sowerby Bridge is earmarked a Northern Connect station (meaning all-day staffing), but it is still not clear whether there will be any significant increase in trains stopping. Brighouse is to get a modest increase in Sunday trains and earlier first trains during the week, but what else we are not sure. We await detailed plans for service stopping patterns 2017- 2019 with great interest.
The Train Service Requirement commits Northern to a 55 minute Bradford-Manchester semi-fast journey time by 2019. We say this could include a Sowerby Bridge stop giving the station an “express” as well as “stoppers”. And we have of course been saying for years that all the York-Blackpools should serve Sowerby Bridge.
We still hope the Brighouse-Manchester trains may be speeded up with a semi-fast pattern.
Beyond 2020, we hope Arriva will commit to the 4 trains/hour Bradford-Manchester that is West Yorkshire Combined Authority’s aspiration, as well as more trains through Brighouse and fast Brighouse-Leeds journeys.
Northern knows we are their supporters, not naturally complainers. We trust them to deliver. We look forward to good news. —JSW
History in the making? The scene looking north-east(-ish) from Halifax station hints tantalisingly at the future. Observant Leeds-bound passengers know that if the signal at the end of the platform shows a yellow (never amber on the railway!), they’ll be crawling to a halt at a red just this side of Beacon Hill Tunnel. A preceding train has to pass the signal nearly 4 miles away at Wyke before the next can go. Network Rail’s resignalling scheme over the next 18 months aims to sort the problem, allowing trains at closer headways all the way from Manchester to Bradford, meaning higher frequencies as well as speeds and—hopefully—better punctuality. It will also make the historic signalbox standing on the former platform redundant as control of the signals is transferred to York. What new use will the old “box” find? The train on the left, a grim old Class 150 unit arriving at Platform 1 for Manchester Victoria, is also going to change and before 2020 will more likely be one of Northern’s brand-new trains now being built by CAF in Spain. The “150” itself, years of life remaining, is promised good-as-new refurbishment. Truly tantalising is the vacant track bed next to the Platform 2 line, with much interest locally in the idea of bringing Platform 3 back into use. Wider development promises to create a transformed gateway between station and town. A third platform would spread the crowds and allow more flexible operation, though we may still have a job on to persuade the railway of its necessity.
History could have been different. Back in the 1980s Halifax & District Rail Action Group started up against a background of shady proposals by British Rail to reduce the line from Sowerby Bridge to Bradford to single track. Ambitions in West Yorkshire put a stop to that idea so that after 30 years of improvement that relied on cut-back infrastructure, we now have a railway that’s not too hard to upgrade, hopefully overcoming current worries to transform services by three years from now.
So, settling in to 2017, we wish HADRAG members and friends, passengers actual and would-be,happy travelling in the future! – JSW