DOCSLIB.ORG

Rail North West

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Rail North West Artist’s impression of the CAF Civity trains that Arriva have ordered. Courtesy Rail Journal/CAF New Franchises Special The winners for the new franchises for that this will enable them to withdraw all both Trans-Pennine and Northern were class 142 Pacers. announced on December 9th 2015, with Arriva gaining control of Northern whilst Meanwhile new trains are also promised First group retained Trans-Pennine, with the Trans – Pennine franchise, (see albeit without its previous partner Keolis page 7 for details of the order for some this time. of the new trains) and the bi-mode trains that were in the mix of the order may The major part of the announcement need to be delivered sooner, as the in was the plans to more than double the service date for the Trans-Pennine number of new carriages than that electrification has slipped back. specified in the invitation to tender, with Arriva offering to procure 281 new On the following pages we’ve detailed carriages and Trans – Pennine 220, the service improvements on both TPE in particular are looking to have franchises as they affect passengers in 125 mph capable stock to connect the North West, though user group Liverpool with Scotland via both the concerns are noted already in a number West and the East Coast Main Lines. of areas, the transfer of Southport – Manchester services to a Victoria only The Arriva order is made up of 31 x 3- service for instance. car and 12 x 4-car Electric Multiple Units (EMUs) and 25 x 2-car and 30 x 3-car Your views on the new services are Diesel Multiple Units (DMUs), with all welcome, as we expect to be sitting vehicles scheduled to enter service by down with both operators over the December 2019. Arriva have confirmed coming months to discuss with them Newsletter of the North West Branch1 of Railfuture — Spring 2016 Rail North West 2 Spring 2016 One version of CAF’s Civity train, picture courtesy CAF Arriva’s Northern Promises Arriva’s new franchise is offering Bradford after 7pm, compared with significant expansion of services on five today. almost all routes in the North West, details are as below. The station of Moston in Greater Manchester will see its half-hourly Liverpool to Manchester/Bradford service restored via Newton-le-Willows and Liverpool to Manchester Airport On Sundays there will be two trains per hour, up from one today. Northern will continue to run 2 trains per hour on this route, the existing Liverpool – Blackpool. direct between Liverpool and Manchester Airport and are planning Once the route is electrified between to extend the current Victoria train to Preston and Blackpool North, an make a new direct link on to Bradford hourly direct service will be restored via the Calder Valley. Both of these between Liverpool and Blackpool will run as Northern Connect services. using electric trains. Between Manchester and Bradford Barrow – Carlisle there will be 3 trains per hour instead Up to 6 extra services will be provided of the present 2. per day to stations on the Cumbria Key intermediate stations - Halifax, Coast route between Barrow-in- Hebden Bridge and Todmorden - will Furness and Carlisle, with more benefit from additional services and capacity on the busiest services and there will be a significantly enhanced the timetable better suited to evening service – for example twelve employees at Sellafield and departures from Manchester to Whitehaven. Rail North West 3 Spring 2016 Sunday services from Carlisle to Sundays, compared with every other Whitehaven will be extended to hour today. Barrow-in-Furness and frequency enhanced, providing a Sunday service Blackpool – York and Manchester on the full length of the Cumbria Coast route Trans-Pennine Express services to/from Blackpool North will be The locomotive-hauled carriages used operated instead by Northern from the on the Coast will be refurbished. start of the new franchise. Blackpool North will receive four trains per hour Barrow – Manchester Airport for most of the day (as now), including: Trans-Pennine Express services to . and from Barrow-in-Furness will be One Northern Connect service per operated instead by Northern from the hour to/from Preston, Leeds and York, start of the new franchise. to be operated by new diesel trains. This will have a minimum of eight One Northern Connect service trains per day in each direction between Blackpool North and between Barrow-in-Furness and Manchester Airport, operated by new Manchester Airport (double the electric trains following electrification frequency today). These will be of the line Northern Connect services, operated A further one train per hour to central by new diesel trains. Manchester, also to be operated by Further services will operate between electric trains Barrow-in-Furness and Lancaster, Preston – Ormskirk providing a total of twenty-one trains per day each way between those Ormskirk will receive a full hourly stations (compared to between service to/from Preston, with a eighteen and twenty today, depending minimum of 17 trains per day in each on direction). As now, most of those direction, 4 more than now. Barrow-Lancaster services will continue to Preston Chester – Leeds On Sundays, there will be more The new Northern franchisee will between Barrow and Lancaster (an introduce an hourly Northern Connect extra five per day in each direction) service between Chester and and Manchester Airport (between five Manchester (via Warrington Bank and eight extra, depending on Quay, Earlestown and Newton-le- direction). Willows). This will operate alongside an existing Arriva Trains Wales, which Colne – Preston currently operates one train per hour off-peak and two trains per hour in the This will be a full hourly service on peak. /cont... Rail North West 4 Spring 2016 This will be operated by brand new three trains per day to, and four trains diesel trains, and will run through to from, Manchester Airport. Leeds via Manchester Victoria and the Calder Valley. Lancaster – Leeds. This service will also operate on There will be seven trains per day in Sundays as Chester – Manchester each direction between Leeds and Victoria service, with at least ten Lancaster, up from four trains running through to Leeds. westbound and five trains eastbound today. This will benefit all intermediate Southport- Leeds/Bradford. stations between Lancaster and Skipton. One of the current Southport services each hour to Manchester will be One arrival at Leeds will be no later extended to provide a direct link either than 08:45, and one departure from to Leeds or Bradford (or both). All Leeds will be between 17:00 and Pacers will be withdrawn, to be 17:59, to suit commuters. One train replaced with fully refurbished trains. will depart from Leeds in the evening (no earlier than 19:15, compared with Windermere – Manchester Airport a last train at 16:45 today) TransPennine Express services Lancaster will similarly have an arrival to/from Windermere will be operated between 08:00 and 09:00, and a instead by Northern from the start of departure between 17:00 and 17:59. the new franchise On Sundays, Leeds to Lancaster will A minimum of four trains per day in be five trains per day, up from four each direction between Windermere today. and Manchester Airport (compared to no more than two today). These will Manchester – Macclesfield/Stoke be “Northern Connect” services, on Trent. operated by new electric trains (once There will be two trains per hour the Windermere branch has been Northern service for most of the day electrified and sufficient new trains between Macclesfield and delivered) Manchester, with nine extra off peak Today’s level of service between services. This will also benefit Windermere and Oxenholme will also Poynton, Bramhall and Cheadle Hulme. be maintained, again to be operated by electric trains once electrified. On Sundays, Manchester- Macclesfield-Stoke will be a full hourly On Sundays, there will continue to be stopping service with ten extra trains an approximate hourly service per day. This will benefit intermediate between Windermere and Oxenholme stations: Kidsgrove, Congleton, (as now), to be complemented by Prestbury, Adlington, Poynton and Rail North West 5 Spring 2016 Bramhall. This also means Cheadle Manchester and Hazel Grove will be Hulme will get a full two trains per improved to two trains per hour, every hour. hour Manchester to Hadfield and Manchester – Chester via Glossop Altrincham The current three-car electric trains There will be two trains per hour are likely to be replaced by fully between Greenbank and Manchester, refurbished four-car electric trains by including off-peak. This will also the end of 2017. These too will be benefit principal intermediate stations: replaced in 2020 by brand new Altrincham, Hale, Knutsford and electric trains, also with four carriages. Northwich. They will be able to carry even more On Sundays, there will be double the passengers than the refurbished number of trains today, providing a full trains. hourly service Manchester-Northwich- Manchester – Sheffield stopping Chester. services Manchester – Wigan A full hourly service will be provided, giving seventeen trains per day in Passengers to/from Wigan will benefit each direction (six more than today). from seven trains per hour to/from central Manchester for much of the All intermediate stations will continue day, consisting of: to receive a minimum of eleven trains per day each way. Four trains per hour via Atherton (up from two off-peak and three-four in the Manchester – Buxton peak), two trains per hour via Bolton (to be served by electric trains once Trains between Manchester and New the route is electrified) Mills New Town doubled to two trains per hour for most of the day, with One fast Northern Connect service Manchester and Hazel Grove services train per hour to/from Manchester increased to four trains per hour each Oxford Road, Piccadilly and the way for much of the day.
Recommended publications
  • Gloucester Railway Carriage & Wagon Co. 1St

    Gloucester Railway Carriage & Wagon Co. 1St

    Gloucester Railway Carriage & Wagon Co. 1st Generation DMU’s for British Railways A Review Rodger P. Bradley Gloucester RC&W Co.’s Diesel Multiple Units Rodger P Bradley As we know the history of the design and operation of diesel – or is it oil-engine powered? – multiple unit trains can be traced back well beyond nationalisation in 1948, although their use was not widespread in Britain until the mid 1950s. Today, we can see their most recent developments in the fixed formation sets operated over long distance routes on today’s networks, such as those of the Virgin Voyager design. It can be argued that the real ancestry can be seen in such as the experimental Michelin railcar and the Beardmore 3-car unit for the LMS in the 1930s, and the various streamlined GWR railcars of the same period. Whilst the idea of a self-propelled passenger vehicle, in the shape of numerous steam rail motors, was adopted by a number of the pre- grouping companies from around the turn of the 19th/20th century. (The earliest steam motor coach can be traced to 1847 – at the height of the so-called to modernise the rail network and its stock. ‘Railway Mania’.). However, perhaps in some ways surprisingly, the opportunity was not taken to introduce any new First of the “modern” multiple unit designs were techniques in design or construction methods, and built at Derby Works and introduced in 1954, as the majority of the early types were built on a the ‘lightweight’ series, and until 1956, only BR and traditional 57ft 0ins underframe.
  • TCRP Report 52: Joint Operation of Light Rail Transit Or Diesel Multiple

    TCRP Report 52: Joint Operation of Light Rail Transit Or Diesel Multiple

    APPENDIX A Key FRA Regulations (Affecting Joint Use) The following is a listing of key FRA specifications. This listing is intended as a regulations taken from the Code of Federal general identification of the operative code Regulations (49 CFR 200-299), Federal sections, along with a general description Railroad Administration, that may affect of the requirements. This identification joint operation of light rail transit or diesel code section should not imply or impute multiple unit vehicles with railroads. The that the code provision will need to be selected regulations concern operational modified to operate light rail transit or procedures, standards, and certain design DMU with railroads. Regulation Number and Section Comment §209: Railroad Safety Enforcement Policy procedures for assessing Procedures penalties and for appealing penalties. Also includes, fitness-for-duty and follow-up on FRA recommendations. §210: Railroad Noise Emission Covers total sound emitted by moving Compliance Regulations rail cars and locomotives. Does not apply to: • Steam engines; • Street, suburban, or interurban electric railways, unless operated as a part of the general railroad system of transportation; • Sound emitted by warning devices such as horns, whistles, or bells when operated for the purpose of safety; • Special-purpose equipment that may be located on or operated from rail cars. §211: Rules of Practice Subpart C - Rules of practice that apply to Waivers rulemaking and waiver proceedings, review of emergency orders issued §211.41: Processing of petitions for under 45 U.S.C. 432, and miscellaneous waiver of safety rules safety-related proceedings and informal safety inquiries. Page A-1 Regulation Number and Section Comment §212: State Safety Participation Establishes standards and procedures for Regulations State participation in investigative and surveillance activities under Federal railroad safety laws and regulations.
  • Community Rail in the North COMMUNITY RAIL in the NORTH

    Community Rail in the North COMMUNITY RAIL in the NORTH

    Community rail in the North COMMUNITY RAIL IN THE NORTH Community rail is a unique and growing movement comprising more than 70 community rail partnerships and 1,000 volunteer groups across Britain that help communities get the most from their railways. It is about engaging local people at grassroots level to promote social inclusion, sustainable and healthy travel, Community groups on the Northern wellbeing, economic development, and tourism. network have always been at the This involves working with train operators, local “ forefront of community engagement. authorities, and other partners to highlight local needs An increasing number of communities and opportunities, ensuring communities have a voice and individuals are benefitting from in rail and transport development. “ initiatives and projects that break down barriers, foster a more inclusive Community rail is evidenced to contribute high levels society, and build foundations for a of social, environmental, and economic value to local more sustainable future. areas, and countless stations have been transformed into hubs at the heart of the communities they serve. Carolyn Watson, Northern Evidence also shows community rail delivering life-changing benefits for individuals and families, helping people access new opportunities through sustainable travel by rail. The movement is currently looking to play a key role in the recovery of our communities post-COVID, helping them build back better and greener. The North in numbers: 20 Working along railway lines, with community industry partners, to engage local rail communities. Partnerships stretch partnerships from the Tyne Valley in Northumberland Each Year Giving (CRPs) down to Crewe in Cheshire. 0 140,000 0 Hours 350 Voluntary groups bringing stations into the heart of communities.
  • Rail Industry Decarbonisation Taskforce

    Rail Industry Decarbonisation Taskforce

    RAIL INDUSTRY DECARBONISATION TASKFORCE FINAL REPORT TO THE MINISTER FOR RAIL JULY 2019 | WITH THE SUPPORT OF RSSB DECARBONISATION TASKFORCE | FINAL REPORT | 01 Foreword I am pleased to present, on behalf of the Rail Industry Decarbonisation Taskforce and RSSB, the final report responding to the UK Minister for Rail’s challenge to the industry to remove “all diesel only trains off the track by 2040” and “produce a vision for how the rail industry will decarbonise.” The initial report, published in January 2019, set out credible technical options to achieve this goal and was widely welcomed by stakeholders. RIA has published its report on the Electrification Cost Challenge. This final report confirms that the rail industry can lead the way in Europe on the drive to decarbonise. It sets out the key building blocks required to achieve the vision that the rail industry can be a major contributor to the UK government’s1 target of net zero carbon2, 3 by 2050, provided that we start now. The GB rail system continues to be one of the lowest carbon modes of transport. It has made material progress in the short time since the publication of the initial report. • The industry has continued to develop technologies toward lower carbon. • RSSB has completed its technical report into decarbonisation, T1145. • The investigation into alternatives for freight, T1160, is well underway. • The Network Rail System Operator is conducting a strategic review to develop the lowest cost pathway for rail to decarbonise to contribute to the national net zero carbon target. The Taskforce is very cognisant of the government review of the rail industry ongoing under the independent chairmanship of Keith Williams and we have provided evidence accordingly.
  • Energy Consumption and Carbon Dioxide Emissions Analysis for a Concept Design of a Hydrogen Hybrid Railway Vehicle Din, Tajud; Hillmansen, Stuart

    Energy Consumption and Carbon Dioxide Emissions Analysis for a Concept Design of a Hydrogen Hybrid Railway Vehicle Din, Tajud; Hillmansen, Stuart

    University of Birmingham Energy consumption and carbon dioxide emissions analysis for a concept design of a hydrogen hybrid railway vehicle Din, Tajud; Hillmansen, Stuart DOI: 10.1049/iet-est.2017.0049 License: None: All rights reserved Document Version Peer reviewed version Citation for published version (Harvard): Din, T & Hillmansen, S 2017, 'Energy consumption and carbon dioxide emissions analysis for a concept design of a hydrogen hybrid railway vehicle', IET Electrical Systems in Transportation. https://doi.org/10.1049/iet- est.2017.0049 Link to publication on Research at Birmingham portal Publisher Rights Statement: Published in IET Electrical Systems in Transportation. Final version of record available at: http://dx.doi.org/10.1049/iet-est.2017.0049. Checked for repository 31/1/18 General rights Unless a licence is specified above, all rights (including copyright and moral rights) in this document are retained by the authors and/or the copyright holders. The express permission of the copyright holder must be obtained for any use of this material other than for purposes permitted by law. •Users may freely distribute the URL that is used to identify this publication. •Users may download and/or print one copy of the publication from the University of Birmingham research portal for the purpose of private study or non-commercial research. •User may use extracts from the document in line with the concept of ‘fair dealing’ under the Copyright, Designs and Patents Act 1988 (?) •Users may not further distribute the material nor use it for the purposes of commercial gain. Where a licence is displayed above, please note the terms and conditions of the licence govern your use of this document.
  • Lancashire and Cumbria Route Utilisation Strategy August 2008

    Lancashire and Cumbria Route Utilisation Strategy August 2008

    Lancashire and Cumbria Route Utilisation Strategy August 2008 Foreword I am delighted to present Network Rail’s Route There are currently aspirations for a service Utilisation Strategy (RUS) for Lancashire and between Southport, Preston and Ormskirk. Cumbria, which considers issues affecting This is partly facilitated by work to enhance the railway in this part of the country over the track and signalling between Preston and next decade and gives a view on longer-term Ormskirk, which will allow a standard hourly issues in the years beyond. service pattern with improved journey times but without the need for more rolling stock. Getting to this stage has involved following a now well-established process. However, there Services into Sellafield during peak hours are two key differences with this strategy. suffer from overcrowding, though Northern The first is that no part of the area it covers Rail’s anticipated service from December is the responsibility of either a Passenger 2008 will address that to a degree. It is Transport Executive or a regional body with important services on this route firstly cater public transport responsibilities. Secondly, for peak traffic at Sellafield and Barrow, with the challenge usually faced when producing services outside the peak being on as close a RUS, that of insufficient capacity to meet to an hourly pattern as possible. current or future demand, is not a major A number of consultation responses were problem here. As a result, this strategy received regarding a direct service between focuses on how to make the best use of Manchester and Burnley, including a report what is already available.
  • Class 150/2 Diesel Multiple Unit

    Class 150/2 Diesel Multiple Unit

    Class 150/2 Diesel Multiple Unit Contents How to install ................................................................................................................................................................................. 2 Technical information ................................................................................................................................................................. 3 Liveries .............................................................................................................................................................................................. 4 Cab guide ...................................................................................................................................................................................... 15 Keyboard controls ...................................................................................................................................................................... 16 Features .......................................................................................................................................................................................... 17 Global System for Mobile Communication-Railway (GSM-R) ............................................................................. 18 Registering .......................................................................................................................................................................... 18 Deregistering - Method 1 ............................................................................................................................................
  • Lancashire and Cumbria Route Utilisation Strategy 2008

    Lancashire and Cumbria Route Utilisation Strategy 2008

    Lancashire and Cumbria Route Utilisation Strategy August 2008 Foreword I am delighted to present Network Rail’s Route There are currently aspirations for a service Utilisation Strategy (RUS) for Lancashire and between Southport, Preston and Ormskirk. Cumbria, which considers issues affecting This is partly facilitated by work to enhance the railway in this part of the country over the track and signalling between Preston and next decade and gives a view on longer-term Ormskirk, which will allow a standard hourly issues in the years beyond. service pattern with improved journey times but without the need for more rolling stock. Getting to this stage has involved following a now well-established process. However, there Services into Sellafield during peak hours are two key differences with this strategy. suffer from overcrowding, though Northern The first is that no part of the area it covers Rail’s anticipated service from December is the responsibility of either a Passenger 2008 will address that to a degree. It is Transport Executive or a regional body with important services on this route firstly cater public transport responsibilities. Secondly, for peak traffic at Sellafield and Barrow, with the challenge usually faced when producing services outside the peak being on as close a RUS, that of insufficient capacity to meet to an hourly pattern as possible. current or future demand, is not a major A number of consultation responses were problem here. As a result, this strategy received regarding a direct service between focuses on how to make the best use of Manchester and Burnley, including a report what is already available.
  • North Wales Coastal Extension

    North Wales Coastal Extension

    Train Simulator – North Wales Coastal Extension North Wales Coastal Extension: Crewe - Holyhead © Copyright Dovetail Games 2019, all rights reserved Release Version 1.0 Page 1 Train Simulator – North Wales Coastal Extension Contents 1 Route Map ............................................................................................................................................ 5 2 Rolling Stock ........................................................................................................................................ 6 3 Driving the Class 175 'Coradia' ............................................................................................................ 8 Cab Controls ....................................................................................................................................... 8 Key Layout .......................................................................................................................................... 9 4 Class 175 'Coradia' Systems ............................................................................................................. 10 DSD ................................................................................................................................................... 10 DRA ................................................................................................................................................... 10 Manual Door Control ........................................................................................................................
  • Transpennine Express and Northern Rail Franchise Renewals Stakeholder Consultation

    Transpennine Express and Northern Rail Franchise Renewals Stakeholder Consultation

    APPENDIX 3 TransPennine Express and Northern Rail Franchise Renewals Stakeholder Consultation Response from the Furness Line Community Rail Partnership Contents 1. Summary of Key Points 2. Background 3. Existing Services 4. CRP Preparation for Consultation 5. The Consultation Principles and Proposals 6. Key Response Points from the Furness Line Community Rail Partnership 7. Answers to Consultation Questions Annex A Furness Line Study by The Railway Consultancy Annex B Fares comparison 1. Summary of Key Points 1.1 The current service on the Furness Line is unfit for purpose: o there is a strong case for the retention, and restoration of previous levels of service between Barrow-in-Furness and Manchester Airport; o local services on the line are failing to provide for key markets, particularly commuters wishing to travel west towards Barrow and Ulverston; o the timetable is uncoordinated and irregular and fails to provide adequate capacity at key times. 1.2 Remapping, with potential loss of through services to Manchester, will result in: o over-crowding of TransPennine Scottish services south of Lancaster; o uncertainty of connections at Preston/Lancaster, where poor historical reliability results in passengers having to wait an unacceptable hour or more for the next train. o uncertainty of through connectivity with interchanges on the Northern Hub and HS2 developments. 1.3 Maintaining and improving the quality of rolling stock serving the route, especially on longer distance services, is a strong necessity. 1.4 Franchise planning needs to provide for massive growth in the local economy: o up to ??? new jobs in Barrow and Ulverston alone in next few years; o up to £17 billion investment on Cumbrian coast by mid 2020s.
  • Reference List / Glas Trösch Ag Rail

    Reference List / Glas Trösch Ag Rail

    02.10.2017/JG REFERENCE LIST / GLAS TRÖSCH AG RAIL Train Identification Train Identification Homologation Impact Speed Country of Year of the first Train Manufacture Operator / Owner Continent Other information Photo from Manufacture from Operator Standard (Test projectile) operation delivery TSI Rolling Stock Front windscreen with film Stadler Rail KISS NORDIC -- 520 km/h Sweden EUROPA 2017 Norm: heating system EN 15152 AB Transitio Regional Train Front windscreen with film Skoda Several EUROPA MSV Norm: UIC 651 440 km/h Czech Republic 1996 heating system Czech Railways Regional Train EBA Front windscreen with Bombardier 763 until 767 EUROPA DO 2010 DB Norm: 410 km/h Germany 2012 wire heating system EN 15152 Regional Train EBA Front windscreen with film Stadler Rail Several EUROPA Flirt 3 DB Norm: 410 km/h Germany 2013 heating system EN 15152 Regional Train EBA Front windscreen with film Stadler Rail -- EUROPA Flirt 3 PKP Intercity Norm: 410 km/h Poland 2013 heating system EN 15152 Regional Train TSI Rolling Stock Front windscreen with film Stadler Rail Flirt 3 Dutch Railways -- 410 km/h Netherlands EUROPA 2015 Norm: heating system EN 15152 Regional Train page 1 of 17 02.10.2017/JG REFERENCE LIST / GLAS TRÖSCH AG RAIL Train Identification Train Identification Homologation Impact Speed Country of Year of the first Train Manufacture Operator / Owner Continent Other information Photo from Manufacture from Operator Standard (Test projectile) operation delivery EBA KISS Front windscreen with film Stadler Rail WESTbahn -- Norm: 410 km/h Austria
  • Community Rail Report

    Community Rail Report

    Community Rail Report Author: Carolyn Watson Date: 31 March 2017 Table of Contents 1. Introduction 2 1.1 Foreword 2 1.2 Executive Summary 3 2. Community Rail Report 4 2.1 Introduction to the Report 4 2.1.1 Community Rail Partnerships 4 2.1.2 Funding for Community Rail Partnerships 4 2.1.3 Community Rail Partnership Funding Table 1 5 2.1.4 Community Rail Executive Group (ComREG) 6 2.1.5 Community Rail Conference 6 2.1.6 Seed Corn Fund – Kick-starting new ideas 6 2.1.7 Association of Community Rail Partnerships (ACoRP) - Partnership delivery 8 2.1.8 Community Rail Lancashire (CRL) - Developing Engagement Through Education 9 2.1.9 Station Adoption Scheme 10 2.1.10 Northern Franchise/Arriva Strategy - Working with Communities 12 2.1.11 The Community Rail Partnerships 13 3. Community Rail Partnership profiles 14 3.1 Settle - Carlisle Railway Development Company 14 3.2 Leeds - Morecambe Community Rail Partnership 16 3.3 Barton - Cleethorpes Community Rail Partnership 18 3.4 Yorkshire Coast Community Rail Partnership 19 3.5 Penistone Line Community Rail Partnership 20 3.6 Bishop Line Community Rail Partnership 22 3.7 Tyne Valley Community Rail Partnership 24 3.8 Esk Valley Railway Development Company 26 3.9 South Fylde Line Community Rail Partnership 28 3.10 West of Lancashire Community Rail Partnership 30 3.11 Cumbrian Coast Line Community Rail Partnership 32 3.12 Furness Line Community Rail Partnership 34 3.13 Lakes Line Community Rail Partnership 36 3.14 North Cheshire Rail Users Group 38 3.15 Mid Cheshire Community Rail Partnership 39 3.16 East Lancashire Community Rail Partnership 41 3.17 Clitheroe Line Community Rail Partnership 43 3.18 South East Manchester Community Rail Partnership 45 3.19 Crewe to Manchester Community Rail Partnership 47 3.20 High Peak and Hope Valley Community Rail Partnership 49 4.