Archive for the ‘Leeds’ Category
Doubling down on Doncaster drivel
There are 1720 peak seats per hour for rail travel between Doncaster and Leeds. After HS2 opens in 2033, this is expected to MORE THAN DOUBLE to 4860 seats/hour, according to ‘Rail’ magazine fantasist and NCHSR lecturer Gareth Dennis.
This claim appears to be based on a tweet from HS2 Ltd, which stated that the evening rush hour seated capacity on the ‘Doncaster corridor’ would increase from 1,720 in 2017, to 4,860 ‘with HS2’.
Contrary to what was claimed by Mr Dennis, rush hour seated capacity between Doncaster and Leeds is not expected to MORE THAN DOUBLE to 4860 seats per hour with HS2. Because HS2 trains could not stop at Doncaster, the line would not go to Doncaster, and there is no HS2 station planned for Doncaster.
Mr Dennis has taken an absurd Department for Transport claim about ‘Doncaster corridor’ capacity (tweeted by HS2 Ltd) and made it his own, by claiming the so-called ‘capacity between Doncaster and Leeds’ includes (obviously non-existent) Leeds to Doncaster HS2 trains.
A classic example of a politically-led project
Transport for The North’s ‘Northern Powerhouse Rail’ is a classic example of a politically-led project in which rational considerations have been over-ridden, according to rail consultant Paul Salveson.
HS2 is not about Leeds rail capacity
[HS2 ‘about capacity, not speed’ say Leeds council chiefs, Richard Beecham, Yorkshire Post, 17 October 2018]
The council’s portfolio holder for regeneration, transport and planning, Richard Lewis, said: “In 2011, (then-transport secretary) Philip Hammond talked about the network and how it would create better links. “I feel frustrated that the debate has since become a narrow one about high speed technology. It’s about rail capacity and that is what is important for this city.”
The idea that HS2 is about ‘Leeds rail capacity’, ‘West Yorkshire rail capacity’, or ‘solving rail gridlock’, is nonsensical. Rail capacity across northern England is restricted by short trains, substandard signalling, and poor track layouts. Building HS2 would address none of these issues.
Northern powerhouse rail and labour mobility
[From Five facts about the Randstad and Rhine-Ruhr, with comparison to the Northern Powerhouse, Paul Swinney | Centre for Cities | 1 June 2016]
An argument often put forward about both the Randstad and Rhine-Ruhr is that their transport links allow people to live in one city but work in another, suggesting that there would be benefits for the North of England in strengthening transport links between cities. But the data suggests that people don’t use the transport links in this way.
The travel patterns across all three areas, appear to suggest that if a worker wants to live in a city, they will mostly choose to live in the city that they work within. Otherwise they will choose to live in the countryside surrounding the city they work in, rather than another city.
[Paul Swinney]
The speeds achieved by intercity rail connections between the cities of the Randstad and Rhine-Ruhr are not a great deal quicker than between cities in the Northern Powerhouse.
This level of ambition
On 13 September, BBC News and its Look North tv show reported on the modernisation of the 69 km Transpennine North railway between Leeds, Dewsbury, Huddersfield, Stalybridge, and Manchester.
[TransPennine £2.9bn rail upgrade will cause ‘major disruption’, BBC News website, 13 Sep 2018]
Passengers on TransPennine trains will face five years of major disruption during a planned £2.9bn upgrade of the route, a leaked letter has revealed.
The letter from Network Rail to Transport Secretary Chris Grayling said there would be line closures for 39 weeks a year from 2020 until 2024.
[…]
The letter from Rob McIntosh at Network Rail, says the route is “a Victorian construction that passes through the heart of the Pennines with its inherently challenging topography”.The minister is warned that access to the many tunnels and bridges along the routes “will be limited and difficult”.
Mr McIntosh says: “This level of ambition cannot be delivered without significant disruption during the course of the works.”
But the ‘level of ambition’ for the TPN upgrade, is yet to be disclosed. Although the line ‘will be electrified’, according to reporter Spencer Stokes, that might just mean from Leeds to Huddersfield (27 km). In that case, all trains would have to be bi-mode or diesel, to move between Stalybridge and Huddersfield (29 km).
Surely, there would be little to no point in such ‘Cispennine electrification’.
[Telegraph & Argus, 12 Sep 2018]
The programme of work for the Transpennine route includes:
renewal of equipment that is contributing to poor performance;
introducing electrification between Leeds and Huddersfield and Stalybridge to Manchester Victoria;
reinstating four tracks between Huddersfield and Ravensthorpe, near Dewsbury;
introducing digital signalling between Cottingley (in south-west Leeds) and Stalybridge;
line speed improvements between Manchester and Stalybridge, Morley and Ulleskelf to York;
increasing capacity at Leeds and Calder Valley stations and enhancing Huddersfield and Stalybridge stations.
Whatever the level of ambition, upgrading the TPN route would be far less disruptive than building a new line from scratch across the Pennines (‘Northern powerhouse rail’). For NPR, everything would have to be brought to and from site by road, meaning tens of thousands of HGV movements.
So why not scrap the ‘plan’ for NPR, and use some of that money for a proper upgrade of the Calder Valley and Transpennine North lines, including full electrification?
If a 35 minute journey time between Manchester and Leeds is achievable from a capability uplift on the existing line, why would anyone, apart from deluded wonks and nutjobs, support NPR?
Living in Leeds City
Having previously failed to acknowledge a FoI request for information about figures in their ‘Northern powerhouse rail booklet’, Transport for the North have belatedly provided a response.
[Response from TfN, September 2018]
I apologise for the delay in responding. Having regard to the duty to provide advice and assistance, I enclose a summary in respect of the Northern Powerhouse Rail (“NPR”) Booklet which in Figure 1 shows the present fastest time between Leeds and Newcastle as 87 minutes and the Transport for the North “(TFN”) fastest aspirational time as 60 minutes. The NPR Booklet on the TfN website has now been amended to provide the correct interpretation.
[…] I refer to your request for information held by TfN about the data and calculations underlying the diagram on page 4 of the booklet. Apart from the information supplied in the above summary, I consider that the information you have requested is exempt under Section 22 of the Freedom of Information Act 2000 in that the information is held by TFN with a view to its publication at some future date, the information was already held with a view to such publication at the time when your request for information was made, and it is reasonable in all the circumstances that the information should be withheld from disclosure.
The statement that “The NPR Booklet on the TfN website has now been amended to provide the correct interpretation” was more than a little baffling, because page four of the ‘FINAL‘ version, online at the time of writing, refers to the ‘number of people within reach of 4 or more city regions’. (In case TfN remove this document, it is reproduced below.)
Northern powerhouse rail booklet, ‘FINAL’ version
The Beleben blog has found out (not from TfN) that there are (at least) two versions of the booklet online at the time of writing. The ‘edit‘ version has a page four with different text, and was presumably created following the FoI request.
Northern powerhouse rail booklet, ‘edit’ version, page four
How much more sense does the ‘edit’ version make?
On page four, it is stated that NPR would bring 200,000 more people within 60 minutes of Newcastle upon Tyne. How?
Newcastle’s only NPR connection with the rest of the network would be to Leeds, ’60 minutes’ away (by NPR). As the within-60-minutes-reach measurement is calculated from people’s place of residence, that would, at best, mean that ‘200,000 people’ were living in Leeds railway station.
‘Analysis supporting the Northern powerhouse rail booklet on the TfN website’ (supplied by TfN)
What is the thinking behind Northern powerhouse rail?
According to Transport for the North’s Northern powerhouse rail factsheet
[TfN (undated)]
Northern Powerhouse Rail (NPR) is a major strategic rail programme, designed to
transform the northern economy and meet the needs of people and business. It will transform connectivity between the key economic centres of the North. The programme promises radical changes in service patterns, and target journey times. By delivering NPR more than 40% of businesses identified as having the North’s prime capabilities would be within 90 minutes rail travel of four or more of the North’s largest economic centres, compared with only 12% today.Currently fewer than 10,000 people in the North can access four or more of the North’s largest economic centres within an hour. This would rise to 1.3 million once NPR is delivered. NPR would transform the job market, giving businesses access to skilled workers in larger labour markets and offer individuals the opportunity for flexible career development and progression, all within the North.
However, TfN’s January 2018 draft Strategic Transport Plan stated that “the North is home to 16 million people”.
It is entirely unclear why it would be worth spending billions of pounds, just so that 8 per cent of the population of “the North” could “access four or more of the North’s largest economic centres within an hour”.
John Armitt, of the National Infrastructure Commission, described TfN’s strategic plan as a ‘major step forward’.
Which says quite a lot about John Armitt.
