The May timetable change restored most Calder Valley line services that had been cut during lockdown. But not quite all. The hourly Halifax-Hull services introduced in December 2019 is for now just one train every two hours. In hours when the Hull train is missing there is a gap of more than 30 min. in the Halifax pattern towards Leeds. The local service east of Leeds is also affected. We suggested to Northern that it would be better to stop the Hull service until it can be fully restored and instead run hourly Halifax-Selby. Apparently one complication is to do with operation by Hull-based crews and trains. HADRAG is chewing over some other suggestions we might put forward. Long term, wouldn’t it make sense to extend the hourly Hull-Halifax’s through Brighouse to Huddersfield, supplementing the Bradford-Huddersfield shuttle? Any other ideas?
Campaigners in HADRAG, the Halifax & District Rail Action Group, are calling for Elland to be next new railway station in West Yorkshire following opening of Low Moor earlier this month. We want the Northern train operator (Arriva Rail North) and Network Rail (who oversee tracks and timetables) to declare their commitment to Elland station and ensure provision is made for trains to stop in new timetables planned for the next 2-3 years. Meanwhile we continue to argue for a better deal for Calder Valley stations currently missed out by “semi-fast” or “express” services. We say Brighouse and Sowerby Bridge deserve something more like the service level and quality enjoyed by Hebden Bridge and Todmorden. More below:
Low Moor station is on the Calder Valley Line between Halifax and Bradford. HADRAG joined with other groups including the Bradford rail users (BRUG), and the Friends of Low Moor Station (FOLMS) in celebrating the first trains at Low Moor station on the first Sunday in April (02/04/17). Low Moor is served by hourly trains on the Leeds-Bradford-Halifax-Brighouse-Huddersfield route. It also has intercity services to London operated by the Grand Central open access operator. With the other groups, HADRAG wants to see a better service at the new station and we hope a Manchester service can be arranged to stop every hour by the end of 2019.
December 2019 is the second of two big timetable change dates when services are expected to be transformed under the Northern trains franchise under Arriva. By then Bradford-Manchester should have 3 trains/hour (compared with 2/hour at present) and we say that should be an opportunity to boost the service at intermediate stations, not just provide an extra fast train that misses out a lot of stops.
If increasing usage is the measure (Office of Road and Rail station usage statistics, 2016), Brighouse and Sowerby Bridge should be the Calder Valley Line’s top two stations. (See also our newsletter piece: Two Cinderella stations again top table!)
Usage of Sowerby Bridge station has risen steadily and now stands at 392,000 passengers/year, an increase of 132% on ten years ago. Although passenger numbers are historically higher at Hebden and Tod, their ten-year percentage increase is somewhat less than Sowerby Bridge’s. Sowerby Bridge station serves not just the town itself but also the Ryburn valley and the eastern side of Luddendenfoot. This represents a catchment area of more than 20,000 population, and probably more than that of Hebden Bridge and Todmorden combined. Yet the basic half-hourly service at Sowerby Bridge is only about half the frequency enjoyed by the upper valley stations. HADRAG continues to argue that all of the York-Blackpool semi-fast trains should call at Sowerby Bridge (at present just a few do at peak hours). We also say that when an extra service every hour is introduced between Bradford and Manchester at the end of 2019, that train should also serve Sowerby Bridge.
Brighouse line – and Elland! Brighouse has an even better case for more trains, but apart from some increase to peak hour and Sunday services to be introduced by May 2018, little extra seems to be promised for Brighouse under the Northern franchise. This is in stark contrast to Halifax, Hebden Bridge and Todmorden on the Bradford-Manchester route which will benefit from “Northern Connect” branded regional express services by 2019. Like Sowerby Bridge, Brighouse serves a population covering at least two local council wards – 20,000 plus. The ORR’s figures show a ten-year increase of 476% at Brighouse station which now sees footfall of over 400,000 entries and exits annually. No better than Sowerby Bridge, Brighouse’s best local service frequency is hourly on each of two routes (Leeds-Brighouse-Todmorden-Manchester and Leeds-Bradford-Brighouse-Huddersfield). The Sunday service is at present 2-hourly (on the Bradford route only); the commitment is to increase this to hourly. HADRAG has been pressing for a speed-up of the Leeds-Brighouse-Manchester trains which we say should also run on Sundays. We hope that changes to stopping patterns may see these trains running semi-fast west of Todmorden in the next year or so. A few peak-hour trains on the Brighouse-Manchester route are planned to run non-stop Rochdale-Manchester from December 2017. We do not yet know whether this will become the pattern for all of these trains. Beyond 2019 and Northern’s initial franchise commitments we hope that the Brighouse-Leeds service will also be improved with fast or semi-fast operation. Non-stop running time Brighouse-Leeds is about 17 minutes but the current stopping service takes double this time. This is very much an area where we expect the train operator to deliver beyond its basic franchise commitment.
Which brings us to Elland, one of the top three sites in the West and North Yorkshire new stations study (now getting on for three years ago). The October 2014 Atkins report forecast demand at Elland as 240,000 annually. In the latest feasibility studies, consultants report a strong business case and confirm the buildability of an impressive-looking new station on the strategic site next to the A629 and Lowfields. HADRAG believes this could work well as a park and ride serving the whole “Greater Elland” settlement – again, a population of 20,000 plus. We understand the money for building Elland station (price-tag maybe £14 million) could come from West Yorkshire Plus Transport Fund, though there may be further hoops to jump before that can happen.
And the train timetable must be designed to allow trains to stop at Elland. So HADRAG calls on the Northern train operator (Arriva Rail North) and on Network Rail to declare their commitment now to operating Elland station with a good train service. Every local train that stops at Brighouse must also stop at Elland! There looks to be slack in the current timetable to allow that to happen but obviously with major timetable recasts in May 2018 and December 2019 that allowance must also be built in for the future. Faster line speeds on the Bradford-Manchester route and hopefully a semi-fast pattern for the Brighouse-Manchester trains should make this easier. The railway – train operators and infrastructure managers – should commit to this without further delay or equivocation. What’s to stop them? HADRAG is clear that after massively successful Apperley Bridge and Kirkstall Forge, and now Low Moor: