HS2, Handsacre

A version of this article was Published in Rail Magazine, issue 999

The small village of Handsacre has recently become the focus of attention after the Prime Minister announced at the Conservative Party Conference on the 4th of October that he was cancelling phase 2 of HS2 to Crewe and Manchester. Now the parish of Handsacre and Armitage, which is more often associated with the manufacture of bathroom fixtures has another claim to fame, being the likely permanent end point for HS2.

It was always intended that HS2 would join the WCML at Handsacre, however, it was assumed that this would be the first of three connections that would allow trains to leave the new line and head north on the existing railway. The other two were to be located to the south of Crewe and Golborne to the North of Warrington.

Before Phase 2 was split into phases 2a and 2b it was proposed that HS2 services would leave the high-speed line at Handsacre and continue on the existing network to Manchester, Liverpool and Glasgow before the completion of Phase 2 to Manchester and Golborne.

The plan was changed in 2014, when it was decided to build HS2 to Crewe first (Phase 2a), then continue the line to Manchester and Golborne (Phase 2b). After the re-phasing, it was proposed that Manchester, Liverpool and Glasgow could each be served by one HS2 service per hour to London Euston (later, further revised to terminate temporarily at Old Oak Common) until the completion of phase 2a to Crewe.

Site of Handsacre Junction, 2023

Once phase 2a opened, Manchester would have been served by three trains per hour, Liverpool two and Glasgow one train per hour, joining HS2 just south of Crewe. After which two additional services were proposed. One originating in Macclesfield calling at Stoke and Stafford, before joining HS2 at Handsacre utilising the capacity released by Phase 2a. The other would start at Lancaster and call at Preston, Wigan and Warrington Bank Quay before joining a service from Liverpool at Crewe to form a single 400m set (2x 200m). This service would then join the WCML at the connection south of Crewe.

Now though, after Rishi Sunak’s announcement, trains will join the WCML at Handsacre indefinitely, as he has cancelled arguably the most transformative section of HS2. HS2 Phase 1 will still provide some capacity gains between Rugby and London Euston, with benefits for commuters south of Birmingham, however, there will be no additional capacity freed up between Rugby and Manchester.

The PM's decision may also potentially create a severe bottleneck between Handsacre and Colwich, which could have implications for the WCML north of Lichfield, affecting both passenger and freight services.

HS2 - WCML Spur

To further complicate matters Handsacre Junction requires two separate junctions to work, with a flyover taking a down line over the core section (that would later have become Phase 2a), to the spur which would join the WCML. Now though, this first junction is no longer technically required, but work on the junction has already begun before being paused in March this year.

If the grade-separated junction from HS2 to the WCML spur is no longer required then it may be the case that changes to the Hybrid Bill for Phase 1 will be required, which could mean the bill would have to go back to Parliament. The best outcome would be that a stub be left so that HS2 could potentially continue north at some point in the future.

For the moment however, no one seems to know what will happen and those working within the DfT and HS2 Ltd are only now starting to understand what the implications of the PM's decision will be. When asked for comment, a spokesperson for HS2 Ltd said “We understand the Government’s ambition is to run HS2 trains via the Handscare Link to serve destinations in the North. We await formal notification as to whether the Government intends to repeal the Phase 2a Act, and therefore whether any amendment would be required to the Phase One Act powers for this train service specification to be delivered”.

For now, the sites between Lichfield and Handsacre have been mothballed after all construction north of Streethay (Lichfield) was paused. Since then, the most northerly work that has taken place was the construction of a bridge taking the WCML over HS2 at Fulfen Wood, which was moved into place in July. The Balfour Beatty VINCI joint venture delivering this part of the route is continuing work on the bridge that will take the A38 over HS2, but workers have been stood down between Streethay and Handsacre.

The situation at Handsacre was further complicated when the Phase 2a bill was deposited, as the WCML connection was redesigned so that the HS2 tracks would connect to the Up-Down slows on the WCML. The original proposal for Phase 1 would have seen the HS2 tracks join the UP-Down fasts, which would have been more costly and complicated but would have maximised capacity.

Handsacre original junction design

This change wasn’t as important with the plans for Phase 2a taking HS2 to Crewe and therefore reducing the burden on Handsacre. But without phase 2a, will provide a constraint which will impact capacity on the WCML.

Updated junction design

Professor McNaughton highlighted the issue during a Transport Select Committee HS2 update on the 16th of November, during which he suggested that the WCML connection will have to be redesigned if HS2 is to terminate at Handsacre permanently. When Jack Brereton, MP for Stoke-on-Trent asked “You are advocating a redesign of Handsacre?" Professor McNaughton replied, “I think it is inevitable and an unfortunate consequence, and then bang goes some of the money that you might have saved from not doing 2a.”

Prior to that exchange Professor McNaughton alarmingly said “Unless something has fundamentally changed in the laws of physics since I last looked at it, you cannot deliver the whole of the HS2 phase 1 service on to the slow lines without actually cancelling your freight trains.”

So it seems clear that significant design change will be required, to one or both of the junctions, from what would have been Phase 2a and the spur to the WCML at Handsacre. But even if the WCML connection is reverted to the original more efficient design, it would still be the case that HS2 trains will join the WCML at a section which is already constrained. Just a few miles north of Handsacre is Colwich Junction, which is a flat junction where the Stone and Colwich line meets the WCML from Stafford. This junction funnels Avanti services from the North and LNR services from Crewe down the Trent Valley line. Being at-grade means that capacity is inherently constrained and that’s before the introduction of additional HS2 services.

It is important to note that current Avanti services will largely be replaced by HS2 services, however, it was always proposed that some “classic services” would be retained. The classic services would not only retain or improve local and regional connectivity but would also free up seating capacity for passengers on the WCML. An indicative service pattern within the Phase 1 business case (which was updated in 2020), shows an hourly service from Manchester calling at Rugby and Milton Keynes, in addition to the three proposed HS2 services per hour.

Stopping at Milton Keynes not only benefits Milton Keynes commuters but also maintains connectivity between North and the largest settlement in Buckinghamshire which has a population of 260,000. Milton Keynes is also home to head offices for several large international and national companies, and from 2025 will provide improved links to Bicester and Oxford via East West Rail

Not only would the PM's decision limit capacity on the WCML, it will fail to provide any meaningful capacity for passengers from the North. In fact seating capacity could be reduced unless the current order for 54, 200m long trains is modified. The expected capacity of the HS2 units that will be delivered by a Hitachi/Alstom Joint Venture would only be 550 seats. This wasn’t a problem with phase 2 providing Manchester Piccadilly with the ability to accommodate 400m long (2x 200m), 1,100 seat sets. However, without phase 2 the existing platforms could only accommodate 200m long units. If so this would lead to a reduction in seating capacity when compared to the 265m long, 11 car Class 390 Pendolinos, which have a capacity of 589.

Capacity comparison, 200m long HS2 trains vs existing Avanti Class 390

Even if the order is modified to deliver say 250m long HS2 units, that would only provide a marginal gain, versus the capacity provided currently. A potential for a 294 seat per hour gain from Manchester to London is hardly transformation, not when compared with phase 2, which would have provided up to 1550 additional seats per hour. This reduction also applies to Glasgow, which would only be served by one HS2 service per hour, instead of the 2tph that would have been provided with the completion of the Golborne Link. Liverpool could potentially still see two HS2 services per hour, but it is unclear if the additional service would be a straight swap for the proposed Avanti service calling at Liverpool South Parkway using Class 807s.

It's too early to tell what the implication of the PM's decision will be, but it seems patently clear that if nothing else, reliability will suffer by trying to squeeze more capacity out of the existing railway North of Handsacre and that the proposed capacity gains provide by HS2 will be marginal at best.

155mph Class 390s on HS2?

You may have to forgive the grammar, this article was based on a script for a Youtube video

Should we operate 155mph (250km/h) capable Class 390 Pendolinos on HS2? The short answer, in my opinion, is no. However, it is a complicated issue that deserves further investigation.

The renowned and well-respected railway veteran Chris Gibb has proposed that Class 390s should be fitted with new traction systems and bogies so they can operate in regular service at 155mph in non-tilt mode on HS2. 

The primary benefit is capacity from Glasgow and Manchester to London.  But it is also claimed that the Glasgow to London journey time will be 17 minutes slower via HS2 than the existing service.

Firstly I have to agree with the point about capacity, In fact, I was one of the first people to demonstrate that HS2 in its current form could lead to a reduction in seating capacity from Manchester and Glasgow into London. However, it is important to stipulate seating capacity.

Why is this the case? Because the new HS2 trains on order will be 200m long and were intended to work in multiple to Birmingham Curzon St and the new HS2 platforms at Manchester Piccadilly, so would be 400m long during peak hours, providing up to 1100 seats.  But with no new HS2 platforms at Manchester there will be no room at Piccadilly for 400m long trains

Artist impress of the rolling stock intended for HS2. Source HS2 Ltd

Even if HS2 were built in full to Golborne, Glasgow would still have been served by 200m HS2 sets but would have benefited from an increased frequency, leading to an overall capacity gain. But unfortunately curtailing HS2 means no more trains can operate between Glasgow and Euston that already do currently.

The main issue is that a 265m long, 11 car Pendolinos have 589 seats, whereas the proposed HS2 units will have up to 550 seats per 200m long sets. So there could be an overall reduction in seating capacity on some routes

HS2 units vs Class 390 comparison

However, once HS2 opens to Handsacre there may still be potential to operate a so-called “classic” between Manchester and London, calling at Milton Keynes. So Manchester could see up to 4 trains per hour to London, comprised of 3 HS2 and 1 classic. This means there could still be an overall capacity gain and more choice for passengers.

Glasgow is a bit more challenging, as capacity is limited between Crewe, Warrington and Wigan and on the northern section of WCML. So without HS2 to Golborne, no more trains can operate than currently do, so technically there could be a reduction in seating capacity from Glasgow. At least for the direct Glasgow to London via HS2 service, which would replace the existing direct service.

Liverpool to London will still see an overall increase with the service increased to 2tph with HS2 to Handsacre. Even taking into account the proposed additional Avanti service from Liverpool to London. However, Gibb suggests that one service per hour should continue to use the WCML via Milton Keynes, but use the new HS2 trains. This idea possibly may have some merit, at least until HS2 is completed to Euston.

The report also recommends the existing two Cross Country services per hour from Manchester should replaced by 200m long HS2 service from Manchester to Birmingham. This would provide a capacity uplift between Manchester and Birmingham and the Chris claims would reduce the journey from 90 to 50 minutes

Although the current services stop at Stockport, Macclesfield, Stoke, Stafford and Wolverhampton and takes 57 minutes just to get to Stafford. So is there a suggestion that some stops would be missed out between Manchester and Birmingham? 

This proposal also removes the direct connectivity from Manchester with the South and South West, with XC services continuing to Bristol and Bournemouth. Although it should be pointed out that some journeys such as those to Reading could switch to HS2 and GWR, with passengers changing trains at Old Oak Common.

Manchester to Birmingham connectivity is an issue I have continually tried to raise, and I feel it has been repeatedly ignored within the HS2 debate, despite time savings between the UK's two largest regional cities that would have been transformational. But HS2 would have retained the existing service and supplemented it with new services between the UK's two largest regional cities. So, as it stands I do not think we should be replacing the existing services with HS2 services. Not least because the time-saving claiming would not be achievable without removing stops between Manchester and Birmingham.

Manchester to Birmingham

Current: 90 minutes 

HS2 to Manchester: 49 minutes

The other significant proposal is to de-scope Euston to just 2, 400m HS2 platforms, to be used for the Birmingham services. Beyond that I'm not sure what Gibb is suggesting, he makes reference to Caledonian Sleeper platforms, but with no connection from HS2 to the existing station possible, they seem irrelative.

I'm working on the basis that he means to continue to build some new platforms at Euston, but only build 2, 400m long platforms. With new shorter platforms which would be served by Class 390s and 200m long HS2 units. But I can't imagine that building shorter platforms would save a significant amount of money, so I'm not sure what the benefit would be.

It is worth pointing out that the current design for Euston Tunnel and the approach would not allow for a connection from HS2 to the existing platforms simply because of the lack of space available. In fact, the HS2 platforms will be lower than the existing ones due to the lack of space, to get from the tunnel portal to the station throat.

Layout of Euston approach, source HS2 Ltd

Why do I oppose this plan? I think Richard Bowker put it best, during the interview that Chris Gibb did with Green Signals. Richard said “The critics will say you're letting the politicians off the hook” [Green Signals episode 35].  This was said when Sunak was in power and Richard appeared to be playing devil's advocate. But I do still agree with the sentiment.

In essence, it begs the question, why should any Government continue to develop HS2 if we can just operate some Pendolinos along the route and call it a day? I know Gibb does make further suggestions about Northern Powerhouse Rail and Handsacre to Crewe. But it could be all too tempting just to use slower trains on HS2 and perhaps carry out some upgrades on the WCML.

Gibb's proposal also means that Birmingham's services will have to run slower and could operate a maximum of 186mph, instead of between 200mph (320km/h) and 225mph (360km/h). It wouldn't be practical or possible to operate trains with a speed differential ranging from 45mph to 70mph and maintain the headway. Although I appreciate HS2 is primarily about capacity, but it doesn't seem right to cut the benefits for Birmingham, just so we can operate Class 390 on HS2.  

Gibb also said during the Green Signals interview that he is “challenging” the industry to see if it's possible to re-engineer Class 390s. This seems to be a change from the tone of the report, which makes it seem as if it is already possible.

Perhaps instead we should be challenging the industry to find a cost-effective and practical way to modify the HS2 rolling stock order and instead order 250m or 260m long HS2 sets, which would have more capacity than Class 390s despite being a similar length. I'm not saying all units, but perhaps 8, 10 to 12, to operate peak Manchester and Glasgow services would be sufficient?

I understand there may also be an issue with the Washwood Heath Depot and the maintenance hall may not be long enough to accommodate longer sets. But perhaps the units could be maintained in existing WCML depots with the installation of new equipment?

Washwood Heath plan. Source HS2 Ltd

Surely modifying the HS2 rolling stock order and creating provision for maintenance would be no more expensive or technically challenging than fitting new traction equipment to 20-year-old trains? Which will be close to 30 years old by the time HS2 opens to Handsacre.

I also have to question the “up to 17 minutes longer” claim between Glasgow and London, to which I wasn't able to get a satisfactory answer to what this means. As far as I can tell, it most certainly will not mean services from Glasgow to London via HS2 would be 17 minutes slower than today. As even the most pessimistic time penalty for non-tilting trains between Glasgow and Handsacre would be more than made up for with the time saving between Handsacre and London.

And plans to lift the non-tilt speed on the WCML are already well in advance and a special speed limit can be applied on straight sections of the WCML to allow no-tilting multiple units to travel at 125mph, rather than 110mph, further reducing the time penalty.

Raising the MU speed to 125mph on straight sections of the northern WCML would benefit Transpennine Express services served by Class 397s. In addition, raising the non-tilt MU speed is already planned for Avanti services operated by Class 805s (which do not tilt) between Crewe and London.

Avanti's new Class 805 units do not tilt. But the journey time between Chester and Euston will not be significantly longer once the MU speed is raised. 

Also, as far as I can tell, there may still be scope for a Lancaster to Euston service within the current HS2 plan, This service would have stopped at Preston, Wigan and Warrington, then joined with a Liverpool HS2 service at Crewe. This means it will only occupy a single path between Crewe and Handsacre.  

This could mean that the Glasgow service could make fewer stops on the WCML, further reducing the overall journey time. This service would have been introduced only after HS2 was completed to Crewe but before the completion of HS2 to Golborne. So would have operated over the constrained section between Crewe and Wigan.

HS2 and Classic services, potential

I imagine capacity for this service would be released by running the Glasgow service non-stop south of Preston. But I'm not sure if there would be scope to run the Lancaster service to and from Glasgow instead.

What I'm trying to say is, that there are other options and this proposal could be seen as defeatest. But I think ultimately there may be little point in running the proposed full HS2 timetable until HS2 is open to Euston. So this gives the Government time to reconsider its decision and come up with a better plan than operating 25 to 35-year-old trains at 155mph on HS2.

Until HS2 opens to Euston, it may be better to operate limited service from Manchester to Old Oak Common, perhaps, 2 HS2 trains per hour to Old Oak, with 2 classic services to Euston. Similarly, Liverpool to London could be 1 HS2 and 1 Classic service per hour

Admittedly this leaves a question about Glasgow, to which I don't have a satisfactory answer. Perhaps an alternating HS2 and Classic service, with 260m long HS2 trains. This would provide Glasgow with a connection to Old Oak Common, whilst maintaining capacity into Euston.

HS2 + Classic service, potential prior to opening of HS2 to Euston

Terminating at Old Oak Common is far from ideal and HS2 must be built to Euston. But there will be benefits of changing trains at Old Oak, with connections via the Elizabeth Line to central London and Heathrow and the Reading and the South West via GWR services. So there would be a benefit of providing services from the North to Old Oak Common

I know I'm just a solitary railway commentator and Chris has decades of experience has the support of many within the rail industry and should be said has my full respect. But myself and others, including industry experts I have spoken to privately disagree with this proposal, as pragmatic as it may seem on the surface.

If you would like to consider buying me a coffee and please head over to ko-fi ko-fi.com/rail_focus. I also have a Patreon. Any support you would be willing to provide would be greatly appreciated. And don't forget to share the blog ;)

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East-West Rail progress so far

East-West Rail once completed promises to transform rail travel across Oxfordshire, Buckinghamshire, Bedfordshire and Cambridgeshire. This step-change in connectivity will be achieved by upgrading and re-building railway lines between Oxford and Cambridge, which were either downgraded or in the case of the section between Bedford and Cambridge, removed altogether.

The first tentative steps towards the delivery of the full East-West route were taken in 2016 when a major upgrade of the existing railway line from Oxford to Bicester was completed. The upgrade involved doubling the railway between Oxford and Bicester and the construction of a new section of track between Bicester and the Chiltern Mainline. The project also involved the construction of 2 new stations, one at Oxford Parkway and another at Bicester Village.

The upgrades and new infrastructure allowed Chiltern Railways to begin operating Oxford to London Marylebone services on the Chiltern Mainline. Services initially began operating from Oxford Parkway in October 2015 and then from Oxford in December 2016.

This first phase of what has since become East-West Rail was funded through a partnership between Network Rail and Chiltern Railways, with Network Rail providing the initial £250m funding, which was to be paid back via a “facility charge”. The charge was to be paid over a period of 30 years, initially paid by Chiltern Railways which is owned by Arriva UK. However this franchise is due to come to an end in 2022 and it is uncertain if the railway will be re-franchised, as the outbreak Covid19 has forced the government to look again at the franchise system as a whole.

Work on £760m second phase began in 2020 when Network Rail started to undertake preparatory works along the corridor from Bicester to Bletchley. Phase 2 involves building a new station at Winslow, partial re-building of Bletchley flyover, construction of new high-level platforms at Bletchley and installation of new tracks on part of the old Varsity Line between Bicester and Bletchley via Claydon Junction.

A key element of phase 2 which is now well underway is the partial rebuilding of the Bletchley Flyover. Built in 1959 to carry the Varsity Line over the West Coast Main Line, it was later closed to passenger traffic in 1968 and then to goods traffic in 1993, since then the flyover has remained unused.

Now Network Rail is replacing 14 of the 37 spans which make up the flyover in order to bring the structure up to modern standards. Since April 2020 Network Rail has been working to remove sections of the flyover, some of which weighed 295 tonnes. 8 sections that crossed the WCML required the closure of the railway in May 2020, however, the remaining spans were dismantled without the need for any further closures. 

 

 

 Span lifted out of Bletchley flyover - East West Rail project 

source Network Rail

Speaking in May 2020 Tim Shoveller, managing director for Network Rail’s North West and Central region, said: “This is a major milestone for East West Rail - a new railway which will transform connectivity and journey times across the heart of the country. It promises to provide a greener, low carbon transport system which will bring huge benefits to passengers and businesses - driving economic growth and creating opportunities for housing and new jobs.”

Work will continue through 2021 to rebuild sections of the flyover and build new high-level platforms at Bletchley, It is expected that this will be completed by 2022. Once the works at Bletchley have been complete Network Rail will focus on the installation of new tracks between Bicester and Claydon Junction. Then in 2023 new tracks will be laid between Claydon Junction and Bletchley.

East-West Rail: mothballed section of railway between Bicester and Bletchley
Source Network Rail

Work to install and upgrade signalling and communications systems will begin in 2023 and be completed by 2024. Once this is complete Network Rail will be able to move on to the testing and commissioning phase, when it is hoped that train testing will begin.

Phase 2 is estimated to be completed by 2025 allowing services to operate between Oxford and Bedford for the first time since sections of the Varsity Line were closed in the 1960s. It is proposed that there will be 2 trains per hour from Oxford to Milton Keynes, 1 train per hour between Oxford and Bedford and 1 train an hour between Milton Keynes and Aylesbury.

The next phase of East-West Rail will be the most costly and challenging to complete, as parts of the Varsity Line between Bedford and Cambridge which was closed in the 1960s have been built upon.

In January 2020 Secretary of State for Transport Grant Shapps announced that the preferred route between Bedford and Cambridge had been selected. The preferred option which was chosen will run from Bedford Station heading northeast to a new station at Tempsford, the route will then head east to another new station to be constructed at Cambourne, from there the route will head south of Cambridge where it will connect into the existing line into Cambridge railways station.

 

Preferred option, route E

The preferred option (route E) has now moved to the public consultation stage, those wishing to have their say can do so here. Once the final route has been decided detailed design work carried out and then funding will have to be sought. There's no firm date for the start of construction, but it is hoped that the line could be open by 2030, allowing passenger trains to operate directly from Oxford to Cambridge for the first time since 1960s.

 

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Railway maps on Redbubble

A series of railway network maps are now available on Redbubble. The stylised maps have been designed to fit perfectly on mugs, but also work well on a variety of other media such as t-shirts and prints.

The collection so far includes the Merseyrail network, West Coast Main Line and Great Wester Railway, but I will be adding to the collection over the coming weeks and months. If you'd like to suggest a network map then let me know in the comments below.

Don't see anything that takes your fancy? Let me know in the comments or e-mail Info@EngineeringFocus.co.uk and I'll consider making one of your choosing. New designs will be added, so keep checking back to see if there's the one you want.

Railway maps on Redbble

CrossCountry

Great Western Railway

West Coast Mainline

 

Merseyrail Network

HS2 connecting the Northern Powerhouse to the Midlands Engine

Many proponents of HS2, myself included have over the years tried to ensure that the benefits of building HS2 are focused mainly on capacity, which is the most important reason for building the new railway. The journey time improvements that will be brought about by the introduction of HS2 services are welcome, and are indeed also important, but in terms of absolute need for the project, cutting journey times is secondary.

This is undeniably true for phase 1 between London and the West Midlands, which serves to alleviate the chronic capacity shortage on the existing southern section of the West Coast Mainline. Even heading further North, between the West Midlands and Crewe there is limited to no remaining capacity available on the WCML, this despite upgrades to the existing infrastructure, such at the £250m Stafford AreaImprovement Programme, which involved grade separation of Norton Bridge junction.

The East Coast Main Line is also nearing capacity and will benefit from construction of the eastern arm of HS2. The eastern section will benefit both the ECML and MML by releasing capacity on those lines for more local and regional services. With express services from Edinburgh, Newcastle, Leeds, Sheffield and others transferred onto HS2.

It seems however that the debate about whether or not to build the eastern section has resurfaced once again. There are those who ague; that the section from the West Midlands to Leeds and the ECML should not be built at all. They argue that it isn't required and capacity could be increased more cost effectively on the existing Midland and East Coast Main Lines.

I for one think this argument is nonsense and that the capacity argument which is true for the WCML is equally true for the ECML and MML. However I also think that a massive benefit of HS2 from the West Midlands to Leeds and Manchester is often overlooked.

That benefit being; the slashing of journey times from Leeds to Birmingham and from Manchester to Birmingham. A phrase which I often use (which is yet catch on) is "HS2 connects the Northern Powerhouse to the Midlands Engine". It's corny I know, but it does say simply what the northern section of HS2 is capable of delivering. Connecting regions covered by the Northern Powerhouse partnership with regions covered by the Midlands Engine partnership.

 

HS2 Ltd map showing phases 2a and 2b

Currently to get from Manchester to Birmingham takes 1 hour 30 minutes. To get from Leeds to Birmingham takes up to 2 hours! In this day and age it seems crazy that it takes so long. But it does highlight the fact that there simply isn't space on the existing infrastructure to improve services which connect 3 of the UK's largest cities.

If HS2 is delivered in full these journey times will be dramatically reduced. Manchester to Birmingham slashed to just 40 minutes, with Leeds to Manchester cut by over a half, to just 49 minutes. Journey time reductions such as these simply would not be possible without the construction of HS2.

HS2 Manchester to Birmingham - 40 minutes

HS2 Leeds to Birmingham - 49 minutes

Currently the fastest services from Leeds and Manchester to Birmingham are also some of the most crowded. The problem being that the Cross Country services which currently connect Leeds and Manchester to Birmingham also serve other routes, continuing south from Birmingham to Plymouth and Bournemouth. In effect Cross Country services serve two different markets, long distance to the south coast and regional to Birmingham. As vital as these sorts of long distance routes are, it does mean that passengers end up with busy, suboptimal regional links.

So whilst I agree it is absolutely critical that proponents of HS2 continue to push the message that HS2 is needed for capacity, I also think not enough emphasis is given to Leeds - Manchester - Birmingham connectivity. The connection of which with fast and frequent rail services could boost the economies of the Midlands and the North and shift the balance the UK economy north of Watford Gap.

I must point out however, that I do not subscribe to the argument that we should be building the northern sections first. Building the section between London and the West Midlands is needed to unlock capacity on the southern section of WCML. Providing extra capacity into London still remains vital and in addition unlocks the potential for even greater connectivity with other parts of the south via Old Oak Common.


I would like to discus Old Oak Common in more detail in a future blog.....

 

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HS2 will benefit towns and cities north of Birmingham!

[Updated September 2020]

It is often inferred incorrectly by some news outlets and opponents of HS2 that it is "just a line from London to Birmingham", notwithstanding the fact that legislation is currently making its way through parliament for HS2 to reach Crewe by 2027 and Manchester and Leeds by 2033, it has, in fact, always been the case that HS2 will benefit towns and cities north of Birmingham, and indeed north of Manchester and Leeds, with benefits reaching as far north as Preston, York, Newcastle, Glasgow and Edinburgh.

Technically speaking phase one should be described as a dedicated high-speed railway from London Euston, to a junction which joins the West Coast Main Line (WCML) located at Handsacre, north of Lichfield, with a high-speed spur to Birmingham City centre. Why is this definition important? Because first and foremost it more accurately describes what is currently being constructed, but also, critically it highlights the potential for services to travel further north by connecting HS2 to the WCML.

It has always been envisaged that what were called "classic compatible" trains would leave the core HS2 network and join the WCML initially at the junction constructed north of Lichfield, these trains would then be able to travel onwards (all be it at "conventional" speeds) to places such as Manchester, Liverpool, Glasgow, Edinburgh and stations in between.

[Update] This blog was written before the findings of the Oakervee Review were published, prior to which it was assumed HS2 services would join the WCML at Handsacre junction. It has since been suggested that classic compatible services should only commence after the construction of phase 2a, from Lichfield to Crewe. It is hoped that this link will be constructed by 2027, which would still mean that HS2 services will benefit towns and cities north of Birmingham before the completion of the full network to Manchester and Leeds, with connections further north to the WCML north of Warrington and ECML north of Leeds.

The Invitation to Tender (ITT) that was issued for the first tranche of units stipulates within the rolling stock procurement guidelines, that so-called “conventional-compatibles" shall be able to travel at 360kh/h whilst on the HS2 network, but crucially, must also be able to travel on existing railway lines and therefore be able to fit within existing infrastructure and stations.

Although the "conventional-compatibles" will be limited to a maximum speed of 200km/h (125mph) on existing rails, the fact that they will be able to travel at a maximum speed of up to 360km/h between London Euston and Crewe means that significant journey time savings will be achieved between the North and London as soon as HS2 phase 2a opens. More importantly, in addition to journey time savings, HS2 phase 1 and 2a will release vital capacity from the WCML, which means existing WCML services which currently stop at very few stations south of the West Midlands, will be able to stop at busy commuter towns along the WCML such Nuneaton, Rugby and Milton Keynes.

 

  

HS2 Ltd's map clearly shows dedicated HS2 services and "classic compatible" services which will use HS2 and existing lines.

HS2 will release capacity on the WCML and eventually the ECML (when phase 2b is complete), by providing express intercity services between places such as Manchester, Leeds, Liverpool, Preston and Glasgow to London when phase 2a opens. However, these services will not completely replace current WCML services, therefore passengers will benefit from extra capacity and more choice. With the completion of phase 2a existing WCML services will be able to call at more stations, providing improved regional links for towns and cities served by the WCML. With HS2 services providing fast express services from as far north as Scotland and towns and cities in between to London.
 
One of the main reasons that ticket prices are so expensive for peak time travel is because there is insufficient capacity on the WCML, especially on the section between the West Midlands and London Euston. This issue cannot be resolved easily or cheaply given that the WCML is one of the busiest mixed-traffic railways in Europe. Any further upgrades akin to WCML modernisation programme which took place between 1998 and 2008 would be immensely disruptive and incredibly costly.
 
The final estimated total for the modernisation programme currently stands at around £10bn. Yet despite further upgrades, renewals and even lengthening of trains since 2008 the WCML is now heavily congested. Passenger numbers on Virgin West Coast services alone more than doubled between 1997 and 2019, from 15m to 38m [1], between the period 2017/18, putting additional strain on a congested network which wasn't designed to cope with the volume of traffic that is using the line today, this includes express passenger services, local and regional passenger services and freight.



[1] https://dataportal.orr.gov.uk/displayreport/html/html/c7cf70e5-0514-44be-8ecd-0f1c89074cef

Halton curve

On the 14th of July (2017) work began to upgrade a short 2.4km section of railway which connects the Chester - Manchester railway line with the Weaver Junction to Liverpool branch of the WCML. The section of track which is formally known as Frodsham Branch last saw regular passenger services in the early 1970's, since then the only service that has operated has been a single Parliamentary service between Chester and Runcorn each Saturday during summer.

Looking south-west, an Arriva Trains Wales class 175 on route to Chester passing the Frodsham signal box located at the junction for Halton Curve.

In 1994 the double track branch was reduced to a single track, at the same time diamond crossings were removed from both Frodsham and Halton  junctions, this has meant that ever since only northbound trains have been able to operate over the line.

All this will change in 2018 however when regular passenger trains will once again begin to operate over the line, thanks to £18m worth of investment from the Government Growth Deal and the Liverpool City Region.

Looking north towards Halton Junction signal box and the junction with the WCML 

The project will involve installing a new crossover and 60km/h turnout on WCML and new crossover on the Chester - Manchester line. Signalling will also be upgraded to allow bi-directional operation on Halton curve which will remain single track.

Details of the signal upgrades are as follows. (source NCRUG)

• New relay based interlocking and re-signalling of existing Frodsham control area with LED colour light signals and train detection provided by track circuits; 

• Revised signalling arrangements at Frodsham/Halton/MROC to accommodate the bidirectional signalling using TCB

• Retain the existing method of Absolute Block Working from Frodsham to Helsby Junction and Norton Signal Boxes

• Replace the existing mechanical lever frame at Frodsham and replace with an Independent Function Switch (IFS) panel; and • Install OLE overrun protection from Halton Junction.

There has been some criticism from the public regarding the cost for a project, that ostensibly seems relatively straight forward. However the list above demonstrates the the complex improvements that will have to be carried out in order to bring the line back into regular use. replacing again semaphore signalling with new modern signalling brings with it its own set of challenges. 

Despite concerns about cost I think the project to re-open the line has been unquestionably welcomed by most. Halton Curve will allow passengers from Chester, Cheshire and North Wales to more easily access Liverpool and Liverpool Airport via Liverpool South Parkway and could help to reduce traffic levels the often congested section of the M56 between Chester and Runcorn

London Midland Class 350 bound for Liverpool just before passing Halton Junction

Barring any problems the first service will begin operating between Chester and Liverpool at the start of the new December 2018 timetable. The hourly service will call at Helsby, Frodsham, Runcorn, Liverpool South Parkway and Liverpool Lime St. It is hoped that if the hourly service proves to be a success then services from the North Wales and or Wrexham will begin to operate over the line. 

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Building a new North South railway - part 1 (update)

It is widely anticipated that the Bill giving the go ahead to construct the first phase of HS2 between London, Birmingham with a connection to the WCML at Rugeley will receive Royal Assent early this year (2017). So I thought now would be a good time to take a look at the methods that will likely be used to construct the new railway.

Update
The bill giving the go ahead to construct phase 1 of HS2 was given Royal Assent on Thursday 23rd of February.

This blog will focus solely on the construction and engineering involved, so I will leave a description of project and the political aspects of the planning to one side.

To begin with I want to explore how you go about altering the landscape in order to build a new high-speed railway that is as flat and straight as possible. With a maximum design speed of 400km/h (250mph) over the straightest sections of track it is important that the curve radius is long as possible, in the case of HS2 the minimum horizontal radius for 400km/h operation is 7200m.

Using knowledge gained from following other road and rail projects it's possible to examine how the new line will likely be built and the construction methods involved.

The closest recent parallel that I can draw upon is the construction of a new grade separated rail junction at Norton Bridge (Staffordshire), this project required the construction of 11 bridges and 9.6km of new railway.

Other parallels can be drawn from the construction of 7.5km of new dual carriageway connecting the M6 and M56 in Cheshire.

With both projects a large part of the work "simply" involved moving earth via moxy (articulated dump truck) from one part of the site to the other, although there was of course a systematic and very purposeful way in which this is done.

As with any large construction project the first stage will involve establishing compound sites along the route in which offices and staff facilities will be located and plant machinery stored.

Before any site clearance can commence the area within the site boundary must be free of protected species such as great crested newts for a number of weeks, during which time regular inspections must take place. 

Once the site boundary is established (and free of newts) and compounds complete the next task is to begin preparing the land through which the line will be built. In rural areas this will involve stripping and storing the initial layer of fertile earth. The earth is stored close to where it was originally excavated from, this is so it can be returned back to the land once final landscaping commences.

In built up areas the initial phase of construction will involve demolition and site clearance. For HS2 this demolition will mostly take place around the Euston terminus and Birmingham station. In this part though I'd like to focus on the groundworks required in rural areas.

In rural areas the fertile earth is stored close to where it was excavated from, by doing this much of the ecology can be retained, this will help with the process of reestablishing wildlife habitats and returning agricultural land back to use. 

A556 initial groundworks March 2015

The next phase of construction will involve deep excavation of cuttings and the building of embankments and structures. To do this excavators working in tandem with moxys will excavate and then move material from cuttings to areas where embankments will be built.

In this way it is possible to sculpt the landscape without having to move any earth off site by road or rail. Spoil from the excavation of tunnels can also be translocated to different parts of the site in this way.

Stafford Area Improvement Programme ground works.

The construction of a new grade separated junction at Norton Bridge is a good example how vast quantities of earth can be moved without the need to take any off site. In all 1 million tonnes of earth was moved in order to construct the 7.5km track and 11 bridges required for the project, yet non had to be taken off site.

This was achieved by creating a temporary road which extended along the length of the site, this haul road was then used to transport the material from where it was being excavated to where it was required. With 11 bridges constructed a lot of material was required in order to build approaches to overbridges. Earth was also used for landscaping either side of the line in order reduce the impact of the line on the landscape.

Of course for HS2 there will not a be a single 100km haul road, a project of this scale will be split up into sections, however withing each section it is likely that the same method of moving material will be employed.

A556 overbridge

The image above of a new overbridge constructed for the A556 project demonstrates where material is required in order to build new approaches. Earth was eventually built up on either side in order to build approaches for a new road overbridge.

It was suggested by a rural campaign group that millions of lorry loads will be required to take material off site by road, however the A556 and SAIP projects show that this needn't and will more than likely not be the case.


In part two I will discus the construction of bridge structures and look at how the impact on the existing road network can be minimised.


You can read part two here

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Rail Live 2016 Highlights Part 1

Rail Live is an outdoor show held every 2 years which brings together companies from the whole rail industry, the 2 day event allows companies to show and demonstrate the products which they have to offer.

Over the course of the 2 days there were various live demonstrations of rail products from hand tools such as grinders to demonstrations of rail vehicles such as Railcare's RailVac system. 

As well as demonstrations, a number of seminars and presentations were held by Network Rail, HS2 Ltd and a number of leading rail companies.

HS2

HS2 was an obvious hot topic, with the construction phase getting ever closer. Alstom which hopes to secure Tier 1 contracts for signalling and systems, also is interested in bidding for the contract to supply rolling stock.

Alex Burrows Marketing & Strategy Director at Alstom UK gave a presentation which showed what Alstom had to offer, from rolling stock and systems to rolling stock maintenance and logistics.

Alstom is already a big player in the UK employing 2500 people over 20 sites. The company is probably most famous in the UK for the tilting Pendolino which has been speeding passengers up and down the WCML since 2001. People may not be aware however that a 3rd of all passengers daily are carried on trains built or developed by Alstom.

For HS2 Alstom has been developing a double deck High Speed train which the company claims could carry 40% more passengers than a standard single deck train.

Marketing & Strategy Director Alex Burrows discussing Alstom technology at Rail Live.

Maintenance innovation

With a record 1.7bn passengers carried on the UK's rail network last year, maintaining the network whilst reducing closures is imperative. In order to help maintain the 20,000 miles of track, Network Rail have invested in 8 state of the art Mobile Maintenance Trains or MMTs.

The 3 car trains built by Robel in Germany are operated by Colas Rail under a 3 year deal. The trains are kept at various locations around the country and mobilised to carry out repairs, renewals and upgrades,

Each of the mobile workshops consists of 3 carriages, the first contains welfare facilities for the engineers, the second contains tools and underneath the floor there is space for 6, 45ft rails. The third unit houses the workshop area which provides access to sections of rail to be repaired or upgraded, 

The 3rd carriage has no floor, instead clear access is provided for engineers to work on the rails below. The walls either side can be retracted to increase the amount of work space available, The system means that engineers will be able to work safely on sections of the railway in relative comfort. 

A gantry which spans between carriages 2 and 3 allows 2 2 tonne cranes to lift rail and equipment and transfer them between the storage area in carriage 2 and the workshop area. The workshop also contains power and air hoses in order to provide power for tools and lighting. 

It is expect that the new train will save Network Rail around £1m a year by reducing down time and increasing productivity.

The open floor workshop area of carriage 3 

 The hatch pictured can hold up to 6 45ft rails.  

Looking down the length of the train past the storage and welfare facilities in carriage 1

Much more to come in part 2

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