Sheffield Tram-Train

[sheff'd victoria]

could have just built a station behind parkgate retail park. anyone who then wants to catch a tram, then change at meadowhall.

Their was plans around 15 years ago to build a railway station their by South Yorkshire PTE

 

[Greybeard33]

Apologies if this has already been posted on another thread, but the final version of the Network Rail Alternative Solutions RUS has now been published. Not much change from the second draft for consultation, but they have taken some of the consultation responses on board.

The RUS is fairly positive about tram-trains, subject to a successful outcome from the Sheffield pilot. The strategy states in part:

A tram train pilot is being funded by the Government and will start operating in 2016 between Sheffield city centre and Rotherham. It will seek to address questions about the engineering and cost of the technology in a UK situation. Subject to the outcome of that pilot, the technology may then become part of a tool-kit for planning for major urban areas.
The emerging costs from the trial would provide useful information to improve understanding of the overall business case for tram train. Our understanding of the market suggests that there is likely to be a stronger case in those cities which already have tramways but wish to extend the services onto the rail network since much of the infrastructure would already be available. The following examples meet the high level criteria for tram train introduction and have been raised as potential candidates. Subject to business case, this list includes:
•Greater Manchester
•Nottingham
•South Yorkshire
•West Midlands.
Transport for Greater Manchester (TfGM) is developing a tram train strategy for the conurbation which is consistent with this RUS. TfGM’s strategy will build on their initial sift of tram train routes, demand forecasting and business cases to look at the corridors in detail along with the impact on the Metrolink and Network Rail networks.

But on the other hand:

Based on current technologies tram train is not likely to have a good value-for-money business case when it does not serve urban areas. Technological developments in this area should be monitored. The advantages come from the ability of tram trains to operate on both a tramway and heavy rail network serving a number of stops within dense urban areas beyond the terminal stations whilst retaining through operation to the existing rail network.

Other key conclusions:

•The factors affecting the appropriateness of the route for conversion are:
•the level of existing train services not to be converted – if these services are too dense then tram trains will have insufficient capacity
•if demand is too limited then tram trains will over supply the market and/or there will be insufficient demand and benefits to justify the capital costs
•competition from other modes of transport
•the potential benefits of city centre penetration
•the potential benefits of new stops
•the potential benefits of increased frequency
•the principal factors driving the cost of a conversion to tram train are:
––the complexity and scale of the connection to the tramway
––the cost of conversion of the heavy rail infrastructure which, if it requires substantial electrification, may be considerable
•conversion of DMU services would be likely to have the greatest benefits because EMU acceleration is nearer to that of a tram or tram train and EMU capacity is generally higher than DMU
•whilst a whole life cost assessment would need to be undertaken for each option, it is likely to involve electrification because of the capital and operating costs of bi-mode trams or tram trains.

So a thumbs-down to tram-trains as a general Pacer replacement.

There is some interesting analysis of the specific benefits expected from the Sheffield scheme, in part:

The relative split of overall demand forecast for tram train service in the year of its introduction is as follows:
•67 per cent existing tram stops – demand forecast from existing tram journeys
•six per cent existing rail stations – demand forecast from existing rail journeys
•27 per cent wider area – demand forecast from beyond the existing tram network from surrounding areas out towards Rotherham to both Sheffield and intermediate stations, and through the provision of a new station at Rotherham Parkgate.
The demand forecast for tram train services is primarily driven by the additional frequencies provided by the tram train within the existing tram network area. This is not unexpected because the tram train service will only operate to two stations on the heavy rail network. While rail may only represent six per cent of the overall forecast demand of the entire scheme, this hides significant percentage uplifts in demand on the existing rail corridor, which are as follows:
•Rotherham- Meadowhall 57 per cent
•Rotherham- Sheffield 21 per cent
•Sheffield- Meadowhall seven per cent.

 

[YorkshireBear]

Noted that the tram trains will be capable of running on 25kV AC for when the loop is electrified in CP6. But initially electrified at the current Supertram Voltage.

 

[dosxuk]

Artist's impression of the tram trains:

Huge image (4,724 x 2,620 pixels and 2.7MB) removed, if you want to download the huge image click: download huge image

(from http://www.sypte.co.uk/media.aspx?id=3520)

 

[Muzer]

Just looks like a tram to me.

 

[34D]

They know the front has to be yellow, right?

 

[edwin_m]

The front may not have to be yellow if they have got a derogation from the relevant Group Standard, for example by arguing that the headlights provide enough warning to track workers. Consider for example the London Underground trains with red fronts on the Harrow DC and Richmond lines.

On the other hand the artist could be wrong.

 

[eastwestdivide]

Are you sure that picture's big enough at 4,724×2,620 pixels!
Doesn't half mess up my browser.

 

[Muzer]

The front may not have to be yellow if they have got a derogation from the relevant Group Standard, for example by arguing that the headlights provide enough warning to track workers. Consider for example the London Underground trains with red fronts on the Harrow DC and Richmond lines.

On the other hand the artist could be wrong.

I thought the whole point of the yellow frontends was that headlights were surprisingly easy for track workers to miss? (Correct me if I'm wrong, I'm not a track worker).

 

[yorkie]

Are you sure that picture's big enough at 4,724×2,620 pixels!
Doesn't half mess up my browser.

Agreed, and if you spot anything of concern again, please use the report button (

) and let us know (someone else has just done this, so I have taken action, otherwise I'd not have seen it), we will really appreciate it. Thanks!

 

[MK Tom]

Interesting that it has pretty much the same door/window layout as the existing Sheffield trams, even though it's a different builder.

Just looks like a tram to me.

The difference is crashworthyness. Look at this and the tram-trains used on Paris T4 and systems in France and Germany. They have bigger, more bulky front ends.

Incidentally, all they've done is slap Supertram livery onto this render - http://www.railjournal.com/media/k2/items/cache/154d89525927e500b031a956e29e58de_XL.jpg

 

[Muzer]

The difference is crashworthyness. Look at this and the tram-trains used on Paris T4 and systems in France and Germany. They have bigger, more bulky front ends.

Incidentally, all they've done is slap Supertram livery onto this render - http://www.railjournal.com/media/k2/items/cache/154d89525927e500b031a956e29e58de_XL.jpg

You're right on both counts, you're certainly more observant than I am