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Elland Rail Station and Access Package

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Please note this consultation has now closed. The Outcome Report can be viewed here.

The information and proposals from the consultation, which took place between in summer 2018, can be found below.

Whilst the project is still at outline design stage feedback has already been taken on board and influenced these early designs, such as the provision of additional waiting shelters, and work is underway to investigate opportunities to connect the station with bus services in Elland. This will be explored further as the project progresses, as will feedback on the whole through the next phase of development.

The outline business case for the development of Elland Rail Station and Access Package has been submitted to the Combined Authority for approval. Subject to approval of this business case submission, we will be in a position to provide further information on the next phase of public consultation.

You can download the Elland Rail Station and Access Package engagement report here.

__________________________________________________________

The future:

Calderdale is being transformed. We want to grow the economy, reduce inequality and build a sustainable future.

We are creating a place where people want to live, visit, work and study. A place where businesses want to locate, and a place that attracts investment and interest from a whole range of sectors. Funding has been identified to build a new rail station in Elland and develop a package of developments to improve walking and cycling access to the proposed station location from across the town and the wider area.

The Rail Station:

The new rail station would be located on the existing Calder Valley route providing connections to major cities and towns such as Bradford, Huddersfield, Leeds and Manchester. Due to engineering, environmental and operational constraints, the location of the proposed station is mostly fixed, at a location off Lowfields Way. The station platforms would be positioned on the existing embankment at an elevated level, with lift and stepped access provided from car park level. More details can be found in the series of documents and plans in the right hand menu (or at the bottom of the page if you are viewing on a mobile or tablet).

Please note this consultation has now closed. The Outcome Report can be viewed here.

The information and proposals from the consultation, which took place between in summer 2018, can be found below.

Whilst the project is still at outline design stage feedback has already been taken on board and influenced these early designs, such as the provision of additional waiting shelters, and work is underway to investigate opportunities to connect the station with bus services in Elland. This will be explored further as the project progresses, as will feedback on the whole through the next phase of development.

The outline business case for the development of Elland Rail Station and Access Package has been submitted to the Combined Authority for approval. Subject to approval of this business case submission, we will be in a position to provide further information on the next phase of public consultation.

You can download the Elland Rail Station and Access Package engagement report here.

__________________________________________________________

The future:

Calderdale is being transformed. We want to grow the economy, reduce inequality and build a sustainable future.

We are creating a place where people want to live, visit, work and study. A place where businesses want to locate, and a place that attracts investment and interest from a whole range of sectors. Funding has been identified to build a new rail station in Elland and develop a package of developments to improve walking and cycling access to the proposed station location from across the town and the wider area.

The Rail Station:

The new rail station would be located on the existing Calder Valley route providing connections to major cities and towns such as Bradford, Huddersfield, Leeds and Manchester. Due to engineering, environmental and operational constraints, the location of the proposed station is mostly fixed, at a location off Lowfields Way. The station platforms would be positioned on the existing embankment at an elevated level, with lift and stepped access provided from car park level. More details can be found in the series of documents and plans in the right hand menu (or at the bottom of the page if you are viewing on a mobile or tablet).

Do you have any questions for us? Ask them here!

  • Share According to the ‘Capital Spending and Project Approvals’ report presented to a meeting of the West Yorkshire & York Investment Committee held on the 16 June 2017 under 2.6 'Elland Station (Calder Valley Line) (Activity 2 Case Paper)', it states… “The scheme also incorporates bus infrastructure to enable bus-rail interchange at the station” What has happened to this proposed bus infrastructure and why isn’t this now included? on Facebook Share According to the ‘Capital Spending and Project Approvals’ report presented to a meeting of the West Yorkshire & York Investment Committee held on the 16 June 2017 under 2.6 'Elland Station (Calder Valley Line) (Activity 2 Case Paper)', it states… “The scheme also incorporates bus infrastructure to enable bus-rail interchange at the station” What has happened to this proposed bus infrastructure and why isn’t this now included? on Twitter Share According to the ‘Capital Spending and Project Approvals’ report presented to a meeting of the West Yorkshire & York Investment Committee held on the 16 June 2017 under 2.6 'Elland Station (Calder Valley Line) (Activity 2 Case Paper)', it states… “The scheme also incorporates bus infrastructure to enable bus-rail interchange at the station” What has happened to this proposed bus infrastructure and why isn’t this now included? on Linkedin Email According to the ‘Capital Spending and Project Approvals’ report presented to a meeting of the West Yorkshire & York Investment Committee held on the 16 June 2017 under 2.6 'Elland Station (Calder Valley Line) (Activity 2 Case Paper)', it states… “The scheme also incorporates bus infrastructure to enable bus-rail interchange at the station” What has happened to this proposed bus infrastructure and why isn’t this now included? link

    According to the ‘Capital Spending and Project Approvals’ report presented to a meeting of the West Yorkshire & York Investment Committee held on the 16 June 2017 under 2.6 'Elland Station (Calder Valley Line) (Activity 2 Case Paper)', it states… “The scheme also incorporates bus infrastructure to enable bus-rail interchange at the station” What has happened to this proposed bus infrastructure and why isn’t this now included?

    michael bradley asked about 6 years ago

    As shown on the recently presented proposals, a new bus stop on Lowfields Way is proposed to provide bus interchange at the station. During the recent public engagement exercise feedback was received regarding the potential to make better use of existing bus stops in the immediate area, particularly along the Elland Riorges Link roundabout. This feedback, along with other comments on bus services between the proposed station and Elland town centre, will help to inform the next design stage.

  • Share Will there be direct trains to Leeds and if so, which line will they use (e.g. will it go to Leeds via Halifax, Bradford Interchange, Pudsey etc or via Dewsbury, Batley, Morley etc?) on Facebook Share Will there be direct trains to Leeds and if so, which line will they use (e.g. will it go to Leeds via Halifax, Bradford Interchange, Pudsey etc or via Dewsbury, Batley, Morley etc?) on Twitter Share Will there be direct trains to Leeds and if so, which line will they use (e.g. will it go to Leeds via Halifax, Bradford Interchange, Pudsey etc or via Dewsbury, Batley, Morley etc?) on Linkedin Email Will there be direct trains to Leeds and if so, which line will they use (e.g. will it go to Leeds via Halifax, Bradford Interchange, Pudsey etc or via Dewsbury, Batley, Morley etc?) link

    Will there be direct trains to Leeds and if so, which line will they use (e.g. will it go to Leeds via Halifax, Bradford Interchange, Pudsey etc or via Dewsbury, Batley, Morley etc?)

    Carl asked about 6 years ago

    Development of a suitable train service timetable for Elland station will be a continuous process throughout the development of this project.  Current assumptions show direct services between Elland and Leeds operating on both the Calder Valley line (via Halifax) and Huddersfield line (via Dewsbury). 

  • Share What is the proposed number of trains per hour at elland station and how which trains will stop there. I ask the question because low moor is still waiting for more trains to stop. I travel to Manchester and it currently takes me from 4.20 to 5.42 to get home 1 hour 22 minutes as there is no direct service to Manchester Victoria. It is so counterproductive to build a train station and then limit the service? on Facebook Share What is the proposed number of trains per hour at elland station and how which trains will stop there. I ask the question because low moor is still waiting for more trains to stop. I travel to Manchester and it currently takes me from 4.20 to 5.42 to get home 1 hour 22 minutes as there is no direct service to Manchester Victoria. It is so counterproductive to build a train station and then limit the service? on Twitter Share What is the proposed number of trains per hour at elland station and how which trains will stop there. I ask the question because low moor is still waiting for more trains to stop. I travel to Manchester and it currently takes me from 4.20 to 5.42 to get home 1 hour 22 minutes as there is no direct service to Manchester Victoria. It is so counterproductive to build a train station and then limit the service? on Linkedin Email What is the proposed number of trains per hour at elland station and how which trains will stop there. I ask the question because low moor is still waiting for more trains to stop. I travel to Manchester and it currently takes me from 4.20 to 5.42 to get home 1 hour 22 minutes as there is no direct service to Manchester Victoria. It is so counterproductive to build a train station and then limit the service? link

    What is the proposed number of trains per hour at elland station and how which trains will stop there. I ask the question because low moor is still waiting for more trains to stop. I travel to Manchester and it currently takes me from 4.20 to 5.42 to get home 1 hour 22 minutes as there is no direct service to Manchester Victoria. It is so counterproductive to build a train station and then limit the service?

    Jonathan asked over 6 years ago

    At this stage of development it is too early to know which trains will call at Elland. The Combined Authority will work with the rail industry and Transport for the North to work out a timetable that best serves the demand for passengers at this station. The Combined Authority’s aspiration is to provide two trains per hour at each station within West Yorkshire.

  • Share In response to my earlier question you stated “the outcome being that Elland scored higher overall than Greetland.”. Out of ‘Construction’, ‘Operation’ & ‘Usage’ the only difference between the site for this proposed station within the 2014 New Stations Study report by ATKINS labelled ‘Elland’ & its alternative location labelled ‘Greetland’ was ‘Construction’. With the rated Amber benchmark it claims that this location had the following disadvantages, that Elland did not have including… Third party land required – Topographical constraints - Track and signalling layout The land at this location is within Network Rail ownership, to the South the land is within Council ownership, the topography of the south side immediately adjacent to the line is level in line with the track due to previous railway use, unlike Elland that is upon an embankment. This site also isn't restricted to platforms of a 5 coach length unlike Elland, that is stuck in between two bridges. All in all these constraints appear to be less in comparison with Elland, therefore my question is why was this location rated differently to that of Elland? on Facebook Share In response to my earlier question you stated “the outcome being that Elland scored higher overall than Greetland.”. Out of ‘Construction’, ‘Operation’ & ‘Usage’ the only difference between the site for this proposed station within the 2014 New Stations Study report by ATKINS labelled ‘Elland’ & its alternative location labelled ‘Greetland’ was ‘Construction’. With the rated Amber benchmark it claims that this location had the following disadvantages, that Elland did not have including… Third party land required – Topographical constraints - Track and signalling layout The land at this location is within Network Rail ownership, to the South the land is within Council ownership, the topography of the south side immediately adjacent to the line is level in line with the track due to previous railway use, unlike Elland that is upon an embankment. This site also isn't restricted to platforms of a 5 coach length unlike Elland, that is stuck in between two bridges. All in all these constraints appear to be less in comparison with Elland, therefore my question is why was this location rated differently to that of Elland? on Twitter Share In response to my earlier question you stated “the outcome being that Elland scored higher overall than Greetland.”. Out of ‘Construction’, ‘Operation’ & ‘Usage’ the only difference between the site for this proposed station within the 2014 New Stations Study report by ATKINS labelled ‘Elland’ & its alternative location labelled ‘Greetland’ was ‘Construction’. With the rated Amber benchmark it claims that this location had the following disadvantages, that Elland did not have including… Third party land required – Topographical constraints - Track and signalling layout The land at this location is within Network Rail ownership, to the South the land is within Council ownership, the topography of the south side immediately adjacent to the line is level in line with the track due to previous railway use, unlike Elland that is upon an embankment. This site also isn't restricted to platforms of a 5 coach length unlike Elland, that is stuck in between two bridges. All in all these constraints appear to be less in comparison with Elland, therefore my question is why was this location rated differently to that of Elland? on Linkedin Email In response to my earlier question you stated “the outcome being that Elland scored higher overall than Greetland.”. Out of ‘Construction’, ‘Operation’ & ‘Usage’ the only difference between the site for this proposed station within the 2014 New Stations Study report by ATKINS labelled ‘Elland’ & its alternative location labelled ‘Greetland’ was ‘Construction’. With the rated Amber benchmark it claims that this location had the following disadvantages, that Elland did not have including… Third party land required – Topographical constraints - Track and signalling layout The land at this location is within Network Rail ownership, to the South the land is within Council ownership, the topography of the south side immediately adjacent to the line is level in line with the track due to previous railway use, unlike Elland that is upon an embankment. This site also isn't restricted to platforms of a 5 coach length unlike Elland, that is stuck in between two bridges. All in all these constraints appear to be less in comparison with Elland, therefore my question is why was this location rated differently to that of Elland? link

    In response to my earlier question you stated “the outcome being that Elland scored higher overall than Greetland.”. Out of ‘Construction’, ‘Operation’ & ‘Usage’ the only difference between the site for this proposed station within the 2014 New Stations Study report by ATKINS labelled ‘Elland’ & its alternative location labelled ‘Greetland’ was ‘Construction’. With the rated Amber benchmark it claims that this location had the following disadvantages, that Elland did not have including… Third party land required – Topographical constraints - Track and signalling layout The land at this location is within Network Rail ownership, to the South the land is within Council ownership, the topography of the south side immediately adjacent to the line is level in line with the track due to previous railway use, unlike Elland that is upon an embankment. This site also isn't restricted to platforms of a 5 coach length unlike Elland, that is stuck in between two bridges. All in all these constraints appear to be less in comparison with Elland, therefore my question is why was this location rated differently to that of Elland?

    michael bradley asked over 6 years ago

    West Yorkshire Combined Authority’s rail strategy document Railplan 7 (published in October 2012) included commissioning a new station study to review potential locations for new rail stations in the Leeds City Region (LCR). Atkins completed the report New Railway Stations in North and West Yorkshire Feasibility Study in October 2014, during which 62 potential station locations across the LCR were reviewed. The scoring criteria were informed by technical information supplied by Network Rail and train operating companies around issues such as track gradient, layout, alignment  and signalling, the latest timetable information available and Department for Transport/rail industry standard methodology for forecasting potential passenger demand.  In early 2015, the Transport Committee endorsed the results of the study which suggested that 4 new station locations could potentially offer a strong business case. Elland is identified as one of the four sites.

    Elland is now included in the WY+TF programme and our current priority is focussing on developing Elland station to the completion of the Outline Business Case.

  • Share Given the scale of development around the recent Kirkstall Forge station, I must say how bitterly disappointed I am at how little of it was devoted to parking compared to how much was given over to commercial development. It pretty much renders the option of using the station pointless since there are more opportunities to park in the city of Leeds than there is at a nearby train station. Are we likely to see a repeat of these kinds of development plans in any of these proposed new stations? on Facebook Share Given the scale of development around the recent Kirkstall Forge station, I must say how bitterly disappointed I am at how little of it was devoted to parking compared to how much was given over to commercial development. It pretty much renders the option of using the station pointless since there are more opportunities to park in the city of Leeds than there is at a nearby train station. Are we likely to see a repeat of these kinds of development plans in any of these proposed new stations? on Twitter Share Given the scale of development around the recent Kirkstall Forge station, I must say how bitterly disappointed I am at how little of it was devoted to parking compared to how much was given over to commercial development. It pretty much renders the option of using the station pointless since there are more opportunities to park in the city of Leeds than there is at a nearby train station. Are we likely to see a repeat of these kinds of development plans in any of these proposed new stations? on Linkedin Email Given the scale of development around the recent Kirkstall Forge station, I must say how bitterly disappointed I am at how little of it was devoted to parking compared to how much was given over to commercial development. It pretty much renders the option of using the station pointless since there are more opportunities to park in the city of Leeds than there is at a nearby train station. Are we likely to see a repeat of these kinds of development plans in any of these proposed new stations? link

    Given the scale of development around the recent Kirkstall Forge station, I must say how bitterly disappointed I am at how little of it was devoted to parking compared to how much was given over to commercial development. It pretty much renders the option of using the station pointless since there are more opportunities to park in the city of Leeds than there is at a nearby train station. Are we likely to see a repeat of these kinds of development plans in any of these proposed new stations?

    Leodis asked over 6 years ago

    Rather than generate park and ride car journeys from a wider catchment, the Strategic Purpose of Kirkstall Forge rail station was to better serve demand for rail from local catchments, and also to connect the commercial Development and its employees to Leeds and throughout West Yorkshire. The land at Kirkstall Forge was in private ownership of the commercial developer. Rail station car parking was maximised at surface level on the limited rail owned land available.

    Elland

    Car parking at Elland station will be provided on the portion of land to the south of the rail embankment, with access from Lowfields Way. The car park layout is being designed to maximise surface level parking within the space available, providing the necessary number of parking spaces for blue badge holders. 

    Thopre Park

    It is envisaged that car parking at Thorpe Park Rail Station would be provided on the land to the North of the Leeds – York/Selby line, there is a potential to accommodate more than 500 spaces on site. The car park layout is being designed to maximise surface level parking within the space available, providing the necessary number of parking spaces for blue badge holders.   Vehicle access would be via strategic access from the M1 motorway.

    White Rose

    Rather than generate additional park and ride car journeys, the strategic purpose of White Rose Rail Station is to;

    -  Serve the local community demand from Cottingley, Churwell, Millshaw, & Morley (with potential for a bus/rail interchange at White Rose shopping centre)

    -  Connecting people to jobs, education and training opportunities at existing and new development in the area

    -  Connecting shoppers and employees to the White Rose shopping centre

    Vehicular access, pickup/drop off and blue badge holder parking spaces would be provided at the station.  We are  keen to improve access to the local rail network through sustainable modes of transport including walking and cycling and we will explore the opportunities to improve the walking and cycling access to the proposed station as part of the development work.

  • Share Why would this new station be needed, what is in Elland? Are we not better making the existing transport system more efficient than adding in othrer failing parts on Facebook Share Why would this new station be needed, what is in Elland? Are we not better making the existing transport system more efficient than adding in othrer failing parts on Twitter Share Why would this new station be needed, what is in Elland? Are we not better making the existing transport system more efficient than adding in othrer failing parts on Linkedin Email Why would this new station be needed, what is in Elland? Are we not better making the existing transport system more efficient than adding in othrer failing parts link

    Why would this new station be needed, what is in Elland? Are we not better making the existing transport system more efficient than adding in othrer failing parts

    TheVampyre asked over 6 years ago

    Thank you for your question. The proposed station will make Elland more accessible, helping to promote economic growth in Elland by supporting existing businesses and attracting new investment in to the area. The station will act as a park and ride station, providing opportunities for local residents to travel to a wider area, be it for work or leisure purposes.   

  • Share Under "FAQs" it states in relation to under the question: 'What other locations for the station have been considered?' "Three locations have been considered including the proposed location. (1) A location east of Lowfields Way off the Elland Riorges Link and (2) a location north of Exley Lane which was the site of the former station, closed in 1962." My question is: why hasn't the alternative site as outlined within the 'New Railway Stations in North and West Yorkshire Feasibility Study' ATKINS, 14/10/2014 upon the site of the former 'Greetland' station been considered? A site adjacent to 'North Dean Business Park' that is already served by a variety of buses that serve Huddersfield, Halifax, Greetland, Stainland, Holywell Green, Salterhebble as well as Elland! That also pass by around less than every ten minutes throughout most of the day! Is it also possible to rethink this location considering that the "bus infrastructure to enable bus-rail interchange at the station" according to the 'Capital Spending and Project Approvals' put to a meeting of the West Yorkshire & York Investment Committee on the 16 June 2017 has now clearly been dropped! on Facebook Share Under "FAQs" it states in relation to under the question: 'What other locations for the station have been considered?' "Three locations have been considered including the proposed location. (1) A location east of Lowfields Way off the Elland Riorges Link and (2) a location north of Exley Lane which was the site of the former station, closed in 1962." My question is: why hasn't the alternative site as outlined within the 'New Railway Stations in North and West Yorkshire Feasibility Study' ATKINS, 14/10/2014 upon the site of the former 'Greetland' station been considered? A site adjacent to 'North Dean Business Park' that is already served by a variety of buses that serve Huddersfield, Halifax, Greetland, Stainland, Holywell Green, Salterhebble as well as Elland! That also pass by around less than every ten minutes throughout most of the day! Is it also possible to rethink this location considering that the "bus infrastructure to enable bus-rail interchange at the station" according to the 'Capital Spending and Project Approvals' put to a meeting of the West Yorkshire & York Investment Committee on the 16 June 2017 has now clearly been dropped! on Twitter Share Under "FAQs" it states in relation to under the question: 'What other locations for the station have been considered?' "Three locations have been considered including the proposed location. (1) A location east of Lowfields Way off the Elland Riorges Link and (2) a location north of Exley Lane which was the site of the former station, closed in 1962." My question is: why hasn't the alternative site as outlined within the 'New Railway Stations in North and West Yorkshire Feasibility Study' ATKINS, 14/10/2014 upon the site of the former 'Greetland' station been considered? A site adjacent to 'North Dean Business Park' that is already served by a variety of buses that serve Huddersfield, Halifax, Greetland, Stainland, Holywell Green, Salterhebble as well as Elland! That also pass by around less than every ten minutes throughout most of the day! Is it also possible to rethink this location considering that the "bus infrastructure to enable bus-rail interchange at the station" according to the 'Capital Spending and Project Approvals' put to a meeting of the West Yorkshire & York Investment Committee on the 16 June 2017 has now clearly been dropped! on Linkedin Email Under "FAQs" it states in relation to under the question: 'What other locations for the station have been considered?' "Three locations have been considered including the proposed location. (1) A location east of Lowfields Way off the Elland Riorges Link and (2) a location north of Exley Lane which was the site of the former station, closed in 1962." My question is: why hasn't the alternative site as outlined within the 'New Railway Stations in North and West Yorkshire Feasibility Study' ATKINS, 14/10/2014 upon the site of the former 'Greetland' station been considered? A site adjacent to 'North Dean Business Park' that is already served by a variety of buses that serve Huddersfield, Halifax, Greetland, Stainland, Holywell Green, Salterhebble as well as Elland! That also pass by around less than every ten minutes throughout most of the day! Is it also possible to rethink this location considering that the "bus infrastructure to enable bus-rail interchange at the station" according to the 'Capital Spending and Project Approvals' put to a meeting of the West Yorkshire & York Investment Committee on the 16 June 2017 has now clearly been dropped! link

    Under "FAQs" it states in relation to under the question: 'What other locations for the station have been considered?' "Three locations have been considered including the proposed location. (1) A location east of Lowfields Way off the Elland Riorges Link and (2) a location north of Exley Lane which was the site of the former station, closed in 1962." My question is: why hasn't the alternative site as outlined within the 'New Railway Stations in North and West Yorkshire Feasibility Study' ATKINS, 14/10/2014 upon the site of the former 'Greetland' station been considered? A site adjacent to 'North Dean Business Park' that is already served by a variety of buses that serve Huddersfield, Halifax, Greetland, Stainland, Holywell Green, Salterhebble as well as Elland! That also pass by around less than every ten minutes throughout most of the day! Is it also possible to rethink this location considering that the "bus infrastructure to enable bus-rail interchange at the station" according to the 'Capital Spending and Project Approvals' put to a meeting of the West Yorkshire & York Investment Committee on the 16 June 2017 has now clearly been dropped!

    michael bradley asked over 6 years ago

    The New Railway Stations Feasibility study (2014) was commissioned to assess the feasibility of delivering new rail stations on sites across the West Yorkshire rail network. The study included suggested sites from partner councils, as well as from other stakeholders and members of the public. The sites considered included both Elland and Greetland, with sites being scored based on constructability, operability, and usage, the outcome being that Elland scored higher overall than Greetland.

    This project is building upon the work already undertaken by the New Railway Station Feasibility Study and as such only sites within Elland have been considered. It is not proposed to repeat work completed as part of the 2014 study. 

    In terms of bus interchange, options are being considered to provide bus facilities on Lowfields Way and will require future discussions with bus operators as the project develops.