The Transpennine Route Upgrade (TRU) is a major project to upgrade the railway between Manchester and York via Huddersfield and Leeds in the north of England. The railway over the Pennines, consisting mostly of the Huddersfield line, is heavily used but is slow and lacks capacity. It has Victorian infrastructure, traverses difficult terrain including the Standedge Tunnel, and lacks electrification. The TRU aims to increase capacity by adding extra track, electrifying the entire route, introducing digital signalling, and upgrading stations.
The £11.5billion programme consists of a succession of sub-projects designed to give incremental benefits to rail users over a period of time, with an anticipated overall completion date of between 2036 and 2041. Following completion of the upgrade trains will be able to run at top speeds of . The number of fast trains between Manchester and Leeds is to increase from two to up to six per hour, and journey times will be reduced from 50 to 42minutes. Freight capacity will also increase.
Background
It is widely accepted that there is a North–South divide in England, with government spending per person on drivers of growth such as transport infrastructure being far higher in the South-East than the North. Despite linking two key population centres, passenger service on the railway line between Manchester and York via Leeds, used by up to 50million passengers per year, is widely considered unsatisfactory in terms of journey time, frequency, punctuality and level of passenger comfort. At its worst, 15% of passengers had to stand in peak times. The mixed-traffic route suffers from significant capacity constraints, as additional fast, semi-fast, and stopping services cannot reliably be accommodated due to inadequate track layouts and a lack of grade separation.
Transpennine connectivity Since the closure of the Woodhead line, there are three transpennine rail lines connecting Lancashire and Yorkshire. To the south of the Huddersfield line is the Hope Valley Line which traverses even more difficult terrain including the Totley Tunnel, and which in 2021 was allocated £137million investment to improve capacity and connectivity between Manchester and Sheffield. To the north, the Calder Valley line connects Manchester and Leeds via Rochdale and Bradford, where trains have to reverse.
The equivalent transpennine road link is the M62 motorway, which provides the most practical route for heavy goods vehicles and other commercial traffic between Manchester and Leeds, as well as to and from the ports at Merseyside and the Humber. However, the section between junctions 18 and 29 through Greater Manchester and West Yorkshire has been identified as one of the most congested roads in Britain. The UK government has long recognised the advantages of modal shift from road to rail.
History
2011–2021: Announcement and initial works The initial proposal to electrify the line from Manchester Victoria to Leeds via Huddersfield was announced in the 2011 Autumn Statement by the Chancellor of the Exchequer. The cost was cited as £290million and the project was planned to start in 2014. In the 2012 High Level Output Specification (HLOS), it was announced there would be additional electrification from Leeds to Selby.
In November 2014, the deputy prime minister Nick Clegg reported on the government's desire to see the whole route from Manchester to Hull upgraded and electrified. In March 2015, Chancellor George Osborne announced there would be an additional rolling programme of improvement and electrification to Hull. All work on the project was paused in June 2015 by the Secretary of State for Transport, but works resumed in September 2015.
Construction works began in March 2015 on the route between Leeds and York, and in Tameside between Manchester Victoria and Stalybridge. Further civil engineering contracts were awarded in 2017. On a visit to Leeds on 2 March 2018, Transport Secretary Chris Grayling said the upgrade would continue, with phased works expected to cause significant disruption over a five year period from 2019.
2021–2026: Approval and subsequent construction An order under the Transport and Works Act 1992 (TWAO) for works between Manchester Victoria and York was published by Network Rail in March 2021. On 5 October 2021, Proofs of Evidence for the order were submitted by Network Rail to the Department for Transport.
In 2021, the government allocated £589million of funding for the section between Huddersfield and Leeds. On 26 May 2021, it was confirmed that a further £317million was being spent on the upgrade, and electrification of the line between York and Church Fenton was confirmed, although Network Rail had already started to install masts for overhead line electrification (OLE) on this route in February 2021. On 4 June 2021, it was confirmed that the £317million was in addition to the £589million previously announced and further confirmed that electrification would go from Huddersfield to Leeds. It was also stated that work would begin immediately.
On 18 November 2021, the Integrated Rail Plan for the North and Midlands (IRP) was published. The IRP included a commitment to the TRU, with full electrification of the route and gauge clearance works to W12 loading gauge to accommodate shipping containers throughout. The completion date for all works was cited as 2032. The IRP significantly curtailed other rail projects planned for the north of England; the eastern leg of High Speed 2 to Leeds was cancelled and proposals for Northern Powerhouse Rail between Manchester and Leeds were scaled back, with a new line from Manchester instead connecting with the upgraded Huddersfield Line at Marsden.
On 27 June 2022, the Secretary of State for Transport's decision to grant the Order under the Transport and Works Act (the TWAO) for the section between Huddersfield and Dewsbury was published. This was followed by announcement of a further £959million in funding for the project in July 2022. The leaders of the project held a round table conference in November 2022, discussing progress and strategy for keeping disruption to a minimum.
On 14 January 2026, Chancellor Rachel Reeves committed a further £1.1billion in funding for the project over the Spending Review Period to 2029.
Route
Overview The TRU has promised to deliver significant improvements to the railway between Manchester Victoria, Leeds, and York. Additional tracks will be built in several places, along with grade separation of key junctions, track remodelling, and other renewals. The route will be electrified throughout and signalling will be upgraded. Several stations will be rebuilt or upgraded to provide additional platforms, step-free access, and to accommodate longer trains.
The route has 285 overbridges and of tunnels including Standedge Tunnel. There are a total of 23 stations including the Grade I listed Huddersfield station, and major viaducts at Dewsbury, Batley, Milnsbridge and Huddersfield. Nine structures along the route require listed building approval.
The Transport Works Act Order published in March 2021 split the project into 11 sections. Expected completion dates for each section were published by Transport for the North in 2024. SectorLocationProgressCompletion/Target DateDetailsManchester–HuddersfieldW1Manchester Victoria–Stalybridge2025Line speed increases and electrification.W2aStalybridge station2025Remodelling of the station layout and electrificationW2bStalybridge–Marsden2032Line speed increases and electrification. Station upgrades.W2cMarsden–Huddersfield2032Line speed increases and electrification. Additional third track. Station upgrades.Huddersfield–LeedsW3Huddersfield–Ravensthorpe2030Line speed increases and electrification. Additional pair of tracks. Grade separation and junction remodelling. Major rebuild of Huddersfield and Ravensthorpe stations. Station upgrades.W4Ravensthorpe–Leeds2030Line speed increases and electrification. Station upgrades.W5Morley station2025Station upgrade.Leeds–YorkE1Church Fenton–York2025Line speed increases and electrification.E2Leeds stationN/KStation improvements.E3Crossgates–Micklefield2030Line speed increases and electrification.E4Micklefield–Church Fenton2030Line speed increases and electrification. Level crossing closures.
Manchester–Huddersfield Projects W2b and W2c concern the Stalybridge to Marsden and Marsden to Huddersfield sections. These include track realignment between Stalybridge and Diggle, and the provision of a bi-directional third track to act as a "Crawler Lane" for freight trains climbing up from Huddersfield to Marsden.
A number of bridges are being upgraded and strengthened as part of the project. In the Manchester area they include the bridge at Dantzic Street in the centre of Manchester. In the Miles Platting area, Queens Road bridge is being modified, as is the Bromley Street subway and Oldham Road bridge. In Ashton-under-Lyne in the Southampton Street and Granville Street area, overbridges were raised in April and May 2022.
Campaigners have called for bridges to be provided in place of level crossings proposed for closure, where alternative routes are longer, hazardous or difficult to negotiate.
Huddersfield–Leeds The planned upgrade of the section between Huddersfield and Westtown (Dewsbury) is of particular significance. It is the best place on the route to provide a facility for fast trains to overtake slower ones, by increasing the number of tracks from two to four. Also, by building a bridge that will provide grade separation at Thornhill L.N.W. Junction, it will eliminate conflicts between trains travelling along the Calder valley between Brighouse and Wakefield and those travelling between Huddersfield and Leeds.
Between Huddersfield and Ravensthorpe, 12 bridges will be demolished and replaced, a small number will be adapted, and one will be removed altogether. Lady Anne level crossing will be closed and replaced with a new footbridge.
Leeds–York Projects E2, E3, and E4 will lead to reduced journey times between Leeds and Church Fenton, with improvements at Leeds station, electrification, and capacity improvements including reduced conflicts around Neville Hill depot.
Several level crossings will be closed and replaced. In Garforth, Barrowby Lane foot level crossing will be closed and replaced with an accessible footbridge. In Church Fenton, three level crossings will be closed and replaced with one new road bridge to allow an extension of the Church Fenton passing loop. The new bridge, west of the current Rose Lane level crossing, will maintain access to homes on Rose Lane after the level crossing closure. A TWAO application to close Copmanthorpe level crossing was withdrawn by Network Rail pending further consultation on accessible solutions.
To accommodate electrification of the line, a number of overbridges will be raised, replaced, or removed. The Grade II listed Crawshaw Woods Bridge will be restored; the cast-iron spans will be refurbished off-site while the stone abutments are raised to create sufficient clearance for electrification.
Electrification The route will be fully electrified with 25 kV AC overhead lines between Manchester and York. This involves electrification of the Huddersfield Line from Manchester Victoria to Leeds, where the station is already electrified, and Leeds to Colton Junction, where the Huddersfield Line meets the electrified East Coast Main Line.
Manchester Victoria had already had electrification equipment installed as part of the precursor North West electrification programme. As Huddersfield station is a Grade I listed building, a bespoke OLE design will be used in place of standard overhead gantries.
Power supply