Tag: WYCA

One System Public Transport could yield benefits for Brighouse-Elland corridor

We’re hoping that the city region’s transport strategy could encourage development of the rail corridor through Brighouse and Elland.

The following from HADRAG’s newsletter Halifax & District RAIL VIEWS, Autumn issue (October 2016):

<< Public consultation on West Yorkshire’s 20-year Transport Strategy closed earlier this Autumn. Coordinated by West Yorkshire Combined Authority (WYCA) and involving district authorities and the wider Leeds City Region local enterprise partnership, the strategy is written at a “high level” which means there is little detail of specific schemes, but that did not stop HADRAG calling for development of the Elland-Brighouse rail corridor, not just for a proposed city-region metro system but also for faster journeys between Calderdale, Huddersfield, Leeds and beyond.

With a cross-cutting theme of environmental health, wellbeing and inclusion, the five core themes of the Strategy are:

  • Road network — for efficient movement balancing needs of different users.
  • Places to live and work — making cities, towns and neighbourhoods more attractive.
  • One System Public Transport — transformational, connecting different modes.
  • Smart futures — using technology to better plan, manage and improve user experience of transport.
  • Asset management and resilience — involving best use of existing/future transport assets, fitness for future, sustainable, environmentally friendly and cost effective.

Centrepiece of the One System theme is a multimodal mass-transit network encompassing Halifax, Huddersfield, Barnsley, Wakefield, Selby, York, Harrogate, Ilkley and Skipton. “Heavy rail” is the core solution here and specifically emphasised for the Leeds-Bradford-Halifax-Huddersfield/Dewsbury-Leeds corridors. Use could also be made of “tram-train”, light rail or bus rapid-transit. Transfer of some rail routes to tram-train, using both existing train lines and new town and city alignments is seen as a possible means of providing the capacity for rail growth around Leeds station. Part of the idea maybe that if certain services (say from the Harrogate Line) could run tram-style into the city this would release heavy-rail capacity for more services going into or through the main station. Some campaigners may have mixed feelings here.

The first broad policy under the One System theme is to enhance the rail network as the core of an integrated ‘metro-style’ public transport system. Chiming with Rail North objectives, the aim is “to replicate across the city region the quality of rail travel (capacity, frequency, journey times, quality) currently enjoyed by customers using services between Leeds, Bradford Forster Square, Skipton and Ilkley”. These are of course the electrified Airedale and Wharfedale Lines.

And, talking of electrification, West Yorkshire will also press the case with the rail industry for a rolling programme of electrification building on the Trans-Pennine (Huddersfield Line) scheme and prioritising the Calder Valley and Harrogate lines. Still under the general heading of rail network enhancement, the policy promises “solutions to improve connectivity for strategic growth areas”, including Leeds-Bradford airport. New stations mentioned include Elland (as well as Thorpe Park in eastern Leeds).

The hope is that more local trains will be cross-city, continuing through rather than terminating at Leeds. This is seen as more efficient, enabling longer-term growth. Leeds train station will become the Yorkshire Hub (as in a sense it is already) linked to high-speed (HS2) platforms expected in the mid-2030s. The aim, indeed, is to be “high speed ready”, which we take to mean connecting regional links in place before HS2 arrives. (HS2 does seem likely to go ahead!)

On “HS3”, or Northern Powerhouse Rail (NPR), the Strategy calls for a Leeds-Manchester route with an intermediate hub in West Yorkshire. This is now thought likely to be in Bradford, causing us to speculate about routes and links with existing railways including most obviously the Calder Valley Line. Expect more on this from Transport for the North soon.

Remember, the NPR aim, in about 20 years time, is a 30 minute journey Leeds-Manchester. So let’s hope it’s not still 35 minutes Halifax-Leeds! >>

 

Farewell, faithful timetable!

Under the new Northern franchise responsibility for producing timetable booklets “passes to the franchisee”. So, from this December timetable, the familiar West Yorkshire Metro A6-size booklets for “Calder Valley Line” and other routes will be replaced by Northern booklets. The all-county combined volume will, we understand, be no more. Avoiding duplication is one thing. But we say Northern needs to improve significantly on its current booklets. At present the company shows York-Blackpool and Leeds-Manchester trains in separate tables, and some local Northern trains on our line are not shown in any Northern booklet at all—that includes  more than half the trains serving Brighouse! Metro officers at West Yorkshire Combined Authority have been working with Northern “to ensure local rail passenger needs are maintained”. The booklet for any route must surely include all operators’ services, meaning Grand Central and the rest as well as Northern itself. We have expressed our concerns with both Northern and WYCA, and await the new booklets with nervous interest. The all-county timetable will be greatly missed by those who travel widely about West Yorkshire. We might even be prepared to pay a cover price for a wider regional volume. How about it?