Oman Set For Next Frontier In Energy Storage
The title of this post is the same as that of this article on the Times of Oman.
This first paragraph introduces the story.
Oman’s solar story is already being written. Manah, Ibri II, and the next wave of solar IPPs moving through procurement have placed the Sultanate firmly among the region’s renewable leaders. The next chapter, the one every solar-rich nation is racing to author, is about the long-duration energy storage technology that powers the grid after sunset. Lithium-ion batteries handle the first few hours effectively. What comes after is the harder problem, and it is increasingly being solved by a technology called Liquid Air Energy Storage, or LAES: a technology that aligns naturally with Oman’s industrial base.
The article then describes how the technology to handle LAES technology aligns with all their expertise in handling liquified natural gas.
This paragraph outlines Oman’s expertise in cryogenic engineering.
Oman’s natural advantage in this race deserves far more attention than it has received. Cryogenic engineering, the discipline of holding substances at extraordinarily low temperatures without losing them, is the most demanding part of any LAES plant. It is also the foundation of the LNG export business that has run out of Qalhat for a quarter of a century. The workforce that liquefies natural gas at minus 162 degrees Celsius is the same workforce that can liquefy air. The insulation expertise, the compressor specifications, and the maintenance discipline are all already here, refined over decades and built locally. Few nations possess this depth of capability as a domestic resource. Oman does.
If Oman have called this one right, then any nation with plentiful renewable resources, of solar, hydro, offshore wind or geothermal, should be looking at Liquid Air Energy Storage.
This is not the first time, that Liquid Air Energy Storage has been paired with LNG.
Highview Power are the UK pioneers of Liquid Air Energy Storage and on the Projects page of their web site, there is this section on Japan.
Our investment partner Sumitomo Heavy Industries (SHI), together with Hiroshima Gas, is developing a grid‑scale LAES demonstration plant in Hatsukaichi, Hiroshima. The 5 MW, four‑hour facility will use waste cold from an adjacent LNG terminal to enhance efficiency and sustainability, showcasing the flexibility of Highview’s modular LAES technology. The plant is scheduled to be operational in 2025.
In Is Sumitomo Heavy Industries Highview Power Energy Storage System On Line At Hiroshima?, I describe how the Hiroshima plant held a completion ceremony on the 9th December, 2025.
Liquid Air Energy Storage and LNG may seem unlikely bedfellows, but when engineers share a few beers, joint projects seem to emerge.
‘I Get To Work On The Most Scenic Railway Line In The World’
The title of this post, is the same as that of this article on the BBC. It is a quote from someone in the BBC article.
This is the sub-heading.
Have you heard the one about the railway line that was threatened with closure, so lots of people started using it and it was saved?
These three opening paragraphs add some detail to the story.
Welcome to the Settle to Carlisle line, the quirky steel road through some of Britain’s most magnificent countryside.
The line starts in Leeds and passes through Shipley and Skipton, but it is the section between North Yorkshire and Cumbria that is world-famous for its views.
Heading north from Settle, the peak of Pen-y-Ghent soon looms large, with Whernside and Ingleborough following a few miles later.
The saving of the line in the 1980s, is one of those classic British tales of a fight against bureaucracy, which like all these tales involved a dog, who gets a heroic mention in the BBC article.
In the next few sections, I will detail how improvements to the rail infrastructure between Bradford, Carlisle, Lancaster, Leeds have gradually developed the rail infrastructure, so that the Settle and Carlisle Line can play an increasing part in improving the economic outlook for a large area of England.
Is The Settle And Carlisle Line In Good Condition?
Google AI gives this answer to the question in the title of this section.
Yes, the Settle-Carlisle line is in good, operational condition and is considered a vital, well-maintained part of the National Rail network.
Despite a history of threatened closures and past structural issues, major investments have secured its future, and it currently carries over 1.2 million passengers a year.
Here is the current status of the line as of early 2026:
Infrastructure Condition: Following significant repairs, including a major £2.1 million project on the Ribblehead Viaduct completed in 2021 and extensive work at Eden Brows (2017), the line’s 14 tunnels and 22 viaducts are in good condition.
Active Usage: It is regularly used by Northern passenger services and is a designated diversionary route for mainline express trains when the West Coast Main Line is closed.
Operational Status: The line is fully operational, featuring regular commuter services, tourist trains, and steam heritage charter trains.
Safety & Upgrades: While it is a historic line, the infrastructure is deemed safe.
Occasional, isolated issues (like the 2022 freight derailment near Carlisle) have been managed with swift repairs.As of early 2026, the line is heavily used, with special passenger services and 150th-anniversary celebrations planned.
It’s probably in better condition, than many houses in the UK.
What Is The Operating Speed Of The Settle And Carlisle Line?
Google AI gives this answer to the question in the title of this section.
The Settle and Carlisle Line generally operates at a maximum speed of 60 mph/97 km/h.
While historically faster, this 60 mph limit is standard for modern passenger and freight services on the route.
Usage Examples and ContextPassenger Services: Northern Rail and various chartered services, including the scenic “Staycation Express” HST 125, operate along the route.
Freight: The line is used for heavy freight, including oil, timber, and cement trains.
Diversions: The line is frequently used as a, albeit slower, alternative route (approx. 2.5 hours for Leeds-Carlisle) during major West Coast Main Line (WCML) closures.
Scenic Tourism: The line is renowned as one of England’s most scenic, carrying over a million travelers annually, with notable sights like the Ribblehead Viaduct.
The Settle And Carlisle Line Is Well Connected To The Rail Network At The Northern End
This OpenRailwayMap shows how the line connects to the West Coast Main Line and the Tyne Valley Line, to the South of Carlisle.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The electrified West Coast Main Line runs diagonally across the South-West corner of the map.
- The blue arrow on this line, indicates Carlisle station.
- The Northernmost of the two black cross lines is the Tyne Valley Line between Carlisle and Newcastle.
- The Southernmost of the two black cross lines is the Settle And Carlisle Line, which goes South to Settle, Bradford Forster Square, Leeds and Settle stations.
- The line going South-West joins the Cumbrian Coast Line, which joins the West Coast Main Line at Carnforth.
It does appear that the junction South of Carlisle is very comprehensive and allows very flexible routing.
The Settle And Carlisle Line Is Well Connected To The Rail Network At The Southern End
This OpenRailwayMap shows how the line connects to the West Coast Main Line and the Tyne Valley Line, to the North of Skipton.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The blue arrow on this line, indicates Bradford Forster Square station.
- The fully-electrified Leeds station is in the South-East corner of the map. You can just pick out the ee of the name.
- The electrified Leeds-Bradford Line connects Bradford Forster Square and Leeds station via Shipley station and its triangular junction.
- The electrification continues in a North-Westerly direction as far as Skipton, where the red track stops.
- Electric intercity trains can run from London to Leeds, Bradford Forster Square and Skipton.
- Self-powered intercity trains can also run from London to Harrogate, which is on the line without electrification, that runs North from Leeds.
- Leeds receives a London service of two trains per hour (tph).
- Bradford Forster Square station receives a London service of one train per two hours (tp2h) via Leeds.
- Harrogate station receives a London service of 1 tp2h via Leeds.
- Skipton station receives a London service of one train per day (tpd) via Leeds.
The Leeds-Bradford area gets a frequent service to London and the South.
This OpenRailwayMap shows how the Settle and Carlisle Line connects to the electrification at Skipton.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The only electrified lines on the map are at Skipton station in the South-East corner of the map.
- The blue arrow on this line, indicates Settle station.
- Skipton and Settle stations are 15.2 miles apart.
- Settle and Carlisle are 71.5 miles apart.
To bridge the gap in the electrification between Carlisle and Skipton, trains will need to be able to run 86.7 miles on their own power.
Bridging The Carlisle And Skipton Gap
But once the train gets to Carlisle or Skipton, the train will have the luxury of 25 KVAC overhead electrification to both power the train and charge any batteries.
In my opinion, there are three intercity trains coming into service, that could handle an 86.7 mile gap in electrification.
- East Midland Railways’s Class 810 train, which is a diesel bi-mode with lots of power, which is described in this Wikipedia entry.
- LNER’s Class 802 trains, which currently is a diesel bi-mode, that Hitachi could convert into a Hitachi Intercity Battery Train, which is described on this Hitachi web site.
- LNER’s Class 897 trains, which is a diesel tri-mode, that CAF are building in Spain and Wales, which is described in this Wikipedia entry.
In How Far Will A Hitachi Intercity Battery Train Travel Without Using The Electrification?, I answer the question for both Hitachi and CAF trains.
Surprisingly, I got the answer of a range of 120 miles for both the Hitachi and CAF trains. But could it be that Network Rail and the train companies wanted a range of 120 miles to electrify the UK rail network and so a 120 mile battery range was in the specification.
My estimate of 120 miles for Hitachi’s trains, was also confirmed by the company.
Bridging The Gaps
Some other distances, where gaps must be bridged include.
- Sheffield and South Wigston – 69.4 miles
- Holyhead and Chester – 84.4 miles
- Exeter and Basingstoke – 124,3 miles
- Fishguard Harbour and Cardiff Central – 119.1 miles
- Aberystwyth and Shrewsbury – 81.5 miles
- Bristol Temple Meads and Newbury – 70.8 miles
- Inverness and Aberdeen – 108.3 miles
- Carlisle and Glasgow Central via Dumfries – 115.9 miles
- Hereford to Didcot Junction – 96.9 miles
120 miles could be a good fit.
Could it be that that distance was the range of a steam locomotive on a full load of water?
The Updating Of Bradford Forster Square Station
This is now a four-platform station, with two platforms able to take a pair of 5-car Hitachi or the new CAF 10-car Class 397 trains.
In Bradford Forster Square Station – 20th May 2025, I describe and show pictures of the updated station.
Bradford Forster Square station now gets seven trains per day to and from London King’s Cross via Leeds.
This article on the BBC, which is entitled New Platform’s Opening Gives Bradford More Trains has this sub-heading.
A new £35m platform at Bradford’s Forster Square Station has opened – boosting rail services in the city
£35million seems a lot of money to spend to just increase the number of services between King’s Cross and Bradford, even though 2025 was the year that Bradford was UK City of Culture, but there may be valid reasons to create a new route between London and Scotland, using the Settle and Carlisle Line.
- The Settle and Carlisle Line is one of the UK’s most famous scenic routes with 20 viaducts, 14 tunnels and countless beautiful vistas along its 72 mile track.
- You put the Mona Lisa on display, not in a store.
- LNER now has battery-electric bi-mode trains, with CAF tri-mode trains due to enter service in 2028, that can both handle the 86.7 mile gap in the electrification in silence.
- The CAF trains have extra diesel power, about which CAF is not disclosing much. This to me, suggests some innovative use.
- There appear to be no flights between Leeds/Bradford Airport and Scotland.
- There appear to be no direct trains between Glasgow and West Yorkshire.
- A direct train between Glasgow and Leeds and Bradford Forster Square would add additional connectivity between Scotland and Yorkshire.
- With the cancellation of High Speed Two, we need more train paths between London and Scotland.
- Decarbonisation of aviation is difficult, but replacing fossil-fueled planes with zero-carbon trains is easier.
- A single Class 897 train can carry 569 seated passengers, which is about 3.5 times the capacity of a single Airbus A320.
- The proposed Leeds Metro would bring passengers to the new service.
- Leeds and Bradford could see an upturn in tourism.
I also think the line will not be lightly used due to its iconic status.
How Would A Leeds/Bradford And Scotland Service Call At Bradford Forster Square Station?
- Bradford Forster Square station now gets seven trains per day to and from London King’s Cross via Stevenage, Newark Northgate, Doncaster, Wakefield Westgate, Leeds and Shipley.
- There is one fewer train on Sunday.
- There is a triangular junction at Shipley station, which connects the three electrified lines to Leeds, Bradford Forster Square and Skipton.
This OpenRailwayMap shows Shipley station and the triangular junction.
Note.
- All rail lines are electrified and shown in red.
- The blue arrow on this line, indicates Shipley station.
- Shipley station appears to be in the middle of the junction.
- The line going East connects to Leeds station.
- The line going South connects to Bradford Forster Square station, which is at the end of the line.
- The line going West connects to Skipton station and the Settle and Carlisle Line.
Trains returning to London would reverse out of Bradford Forster Square station and take the Eastern route through Shipley and Leeds back to London.
- An appropriate number of trains for Carlisle and Scotland, could surely just reverse out of the station and take the Western route through Skipton station and go on to the Settle and Carlisle Line.
- The trains would call at Wakefield Westgate, Leeds, Shipley, Bradford Forster Square and Skipton stations in the Leeds/Bradford conurbation.
- Other stations could be added to the route if required.
- The trains would effectively reverse direction in their call at Bradford Forster Square station.
- Going North the trains might check their battery levels in Bradford Forster Square station and use a fast-charger if necessary.
- Going South, there would be no need for charging, as the route South from Bradford Forster Square station, is already fully-electrified.
- Would the operator, use this longer stop to replace the crew with a fresh one?
It could be a simple and efficient way to run a London and Scotland service via the Settle and Carlisle Line.
What About Hull, Sheffield And York?
I’m asking this question, as Yorkshire is a large county and this article has only mentioned a few places, where people live and might need to go to London or Scotland.
In February, I wrote Northern Launches New Yorkshire Flyer Fast Service Between Leeds And Sheffield.
I’m fairly sure that Hull, York and other cities and large towns in Yorkshire already have a good regional service to Bradford Forster Square or Leeds station, which will give a good connection to the new service.
Could Dumfries Be Served By Using The Glasgow South Western Line?
This OpenRailwayMap shows the Southern part of the Glasgow South Western Line.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The blue arrow on the black track, indicates Dumfries station on the Glasgow South Western Line.
- The red track is the West Coast Main Line.
- Carlisle is in the South-East corner of the map.
- Carlisle and Glasgow Central via Dumfries is 115.9 miles
- The Thames-Clyde Express, ran on this route until 1974.
- According to the Wikipedia entry for the Thames-Clyde Express, the train called at Dumfries and Kilmarnock stations.
From this brief look it appears that the new service could include Dumfries and should be able to serve the town on battery power.
Is More Capacity Needed On The West Coast Main Line Between Carlisle And Glasgow?
I asked Google AI, this question, to see if there is capacity.
This was the answer I received.
Yes, increased capacity and infrastructure enhancements are required on the West Coast Main Line (WCML) between Carlisle and Glasgow, as the line is currently full and unable to meet modern, growing passenger and freight demands.
Upgrades are necessary to tackle aging infrastructure, bottlenecks, and the need for more frequent services.
Key Aspects of the Need for Capacity:Full Capacity: The WCML is essentially full, with little space left for growth, despite 75 million passengers using it annually.
Freight and Passenger Growth: Passenger numbers are expected to double by 2050, and the line is a crucial artery for Anglo-Scottish freight.
Infrastructure Age: The northern section is undergoing its largest upgrade in half a century to address reliability issues.
Performance Bottlenecks: Specific locations, such as those north of Carlisle, require signaling and track improvements to prevent delays.
Proposed Upgrades: Current initiatives include a £400m investment until March 2029 for upgrades, including signalling and track renewals, though these are largely to boost reliability rather than provide a massive increase in capacity.
It looks to me, that a bit of a redesign and some use of battery trains on the Glasgow South Western Line, might squeeze a few more trains into the route.
Is The 141 The Worst Bus Route In London?
Judging by the constant conversation on the 141 bus, that I take regularly, I thought with local elections coming up this week, this was a very timely question to ask Google AI.
Google AI gave me this answer.
The 141 bus route is often considered poor by passengers, though it is not officially ranked as London’s worst.
Criticisms center on overcrowding, issues with BYD electric buses, and reliability issues while traveling between Palmers Green and London Bridge.
Why the 141 Route is Criticized:
Overcrowding: The route is heavily used to connect outer areas like Turnpike Lane to Bank and Moorgate, leading to high passenger volume.
Vehicle Issues: Complaints have been made regarding the BYD double-deck buses used on this route, which have been described as having narrow seats, high steps, and poor handling of cold weather.
Reliability: The route has been affected by roadworks, such as on the North Circular.
Comfort: The back of the bus downstairs has been described as “pokey”.
While the 141 has negative feedback, other routes have officially received more complaints or had lower average speeds (e.g., the 14 bus).
According to, the 141 is popular for the Hopper Fare, but the issues with the buses make it a less-than-ideal journey.
I wonder who’s standing for election on a ticket, that includes improving the buses.
Google AI wasn’t any help.
What Is The Collective Noun For Pedivans?
I took these pictures yesterday at the junction of Moorgate and London Wall.
Here’s what Google AI says on the subject.
I got nowhere with “What Is The Collective Noun For Pedivans?”
But “What Is The Collective Noun For Cargo Bikes?” gave this answer.
While there is no single official dictionary definition, several creative and descriptive terms are used for a group of cargo bikes, with the most popular being a cargo collective.
Other popular suggestions from cargo bike enthusiasts include:
A “Quiver” of Urban Arrows: A play on words referring to the popular “Urban Arrow” brand.
A “Bakfiets” Generation/Showpiece: Often used to describe the large number of box-bikes in the Netherlands, as bakfiets means “box bike”.
A “Swarm” of Family Cyclists: Frequently used when many families are riding together, such as at a school drop-off.
A “Dazzle” or “Gaggle”: Sometimes used to describe the sight of several cargo bikes parked together.
The term “cargo collective” is often used to describe community groups of cargo bike users, such as in London.
Cargo Collective would fit what I saw.
Across London At The Back Of A 38 Bus
To get to see Banksy’s new statue, that I wrote about in Banksy’s New Statue In Waterloo Place, I took to 38 bus from behind my house to Piccadilly Circus.
I sat in the two seats at the back of the bus and took these pictures on the route.
Note.
- The fourth picture shows the statue of Hugh Myddleton at Islington Green.
- Pictures 41-45 show the distinctive Centre Point and the major interchange of Tottenham Court Road station.
- Foyles is in Picture 50.
- A zedwell capsule hotel in the Picture 58. It has over a 1,000 capsules.
- The last two pictures show Piccadilly Circus with Eros.
From Piccadilly Circus, I just walked down Regent Street to Waterloo Place.
Banksy’s New Statue In Waterloo Place
This was unveiled yesterday, so I had to go and see it today.
I walked down to Waterloo Place from Piccadilly Circus, so it was a rather easy downhill walk.
I then took these pictures.
Note.
- The tall column in Waterloo Place and one of these pictures, is the Duke of York Column, which features a bronze statue of Prince Frederick, Duke of York and Albany.
- The guy on the horse is King Edward VII.
- The gilded statue is of Athena on the front of the Athenaeum Club.
- The guys from Conways seem to be on hand with plastic security fencing, so that if anybody falls over they will fall on something a bit soft and the Council won’t get sued.
But two questions must be answered.
- Who does the statue depict?
- Will the City of Westminster, let Banksy’s feral art occupy a place, where a lesser politician or member of the Royal Family could be placed?
I have heard a very creditable rumour, that answers the first!
Europe: New Fund To Upgrade Solar And Wind Assets With Battery Storage
The title of this post, is the same as that of this article on Review Energy.
This is the sub-heading.
The Aream Group has launched a new European investment vehicle targeting the renewable energy sector, with a strategy that combines power generation, storage and electricity marketing.
These three paragraphs add more details to the story.
The Clean Energy Future Fund II (CEFF II) will focus on integrating renewable generation assets with battery storage systems to improve the use of grid connections, which are increasingly scarce across European markets. According to Markus W. Voigt, Executive Chairman of aream Group, the hybrid model is designed to respond to growing volatility in electricity markets.
“With this hybrid approach, we are leveraging the changes and increased volatility in the European electricity markets for the benefit of our investors,” Voigt said.
The fund will primarily invest in Europe, with a particular focus on Germany, and will build on an existing portfolio of operational assets. A central element of the strategy is the addition of battery storage to solar and wind farms, allowing them to evolve from pure generation assets into providers of grid services.
I have a Google Alert which looks for “Energy Storage Fund” and this story was one of nine substantial stories.
This story talks about €400 million and two others talk about €300 million and AU $ 1.4 billion, respectively.
So hopefully, this money will help to mop up some of the energy wasted, when wind farms are curtailed.
Certainly, these funds don’t seem to have difficulty finding money to invest.
Delta And Centrica Launch Scalable Off-Grid Fuel Cell Power Solution
The title of this post, is the same as that of this news item from Centrica.
The news item is accompanied by this picture.
So who is the happy oriental-looking guy sitting with the equally-happy Robert Booker, who is Chief Strategy and Transformation Officer at Centrica?
He is Charles Tsai, General Manager of Hydrogen Energy BD at Delta Electronics Inc.
Google AI produces this answer to “Who Are Delta Electronics Inc.”
Delta Electronics, Inc. is a Taiwan-based global leader in power and thermal management solutions, founded in 1971. Renowned as the world’s top provider of switching power supplies and DC brushless fans, they focus on energy-efficient, IoT-based smart solutions for industrial automation, EV charging, data centers, and renewable energy.
Core Business Areas
Power Electronics: A global leader in switching power supplies, thermal management, and components for cloud computing and electric vehicles (EVs).
Automation: Offers industrial and building automation systems to enhance manufacturing efficiency.
Infrastructure: Provides data center infrastructure, EV charging solutions, and telecom power systems.
Key Facts and Highlights
Market Position: Often cited as the world’s largest provider of computer power supplies, with significant market share in server power units.
Sustainability Focus: Dedicated to “innovative, clean and efficient energy solutions” with a strong ESG (Environmental, Social, and Governance) focus.
Global Presence: Operates manufacturing plants and R&D centers worldwide, including Taiwan, China, Thailand, Mexico, India, and Europe.
Financials: Publicly listed on the Taiwan Stock Exchange (code: 2308).
Delta Electronics serves industries looking for energy-efficient, AI-ready, and sustainable technology solutions.
Delta Electronics has had an R & D facility in East Kilbride in Scotland for nearly ten years.
This is the sub-heading of Centrica’s news item.
Centrica and Delta Electronics, Inc. today announced an infrastructure partnership to serve the data centre market and energy intensive industries in the UK and Europe, launching with Solid Oxide Fuel Cells (SOFCs) for off-grid energy generation.
These two paragraphs add more detail to the partnership.
This partnership creates a pathway for offering customers competitively priced, on-site power generation, significantly reducing exposure to wholesale electricity market volatility and grid capacity constraints. The partners plan to establish a demonstration site in the UK within the next 12 months, with a medium-term goal of delivering MW-scale, rapidly deployable ‘gas-to-power’ solutions within the next three to five years.
Delta’s SOFCs, licensed by British solid oxide technology leader Ceres, provide stable, low-carbon energy fuelled by natural gas and reach 60% electrical efficiency – significantly higher than the open-cycle gas turbines typically used for on-site and back up generation (35%-42%). These cells are designed to meet the growing power demands of data-intensive digital infrastructure in the UK and Europe which underpin economic growth, digital sovereignty and the energy transition.
This partnership appears to be a partnership of three world-leading companies doing what they do best, to efficiently satisfy the enormous power need for data centres and energy intensive industries.
- Centrica will make sure, that there is enough natural gas. They have a strong reputation for trading gas and source it from all over the world.
- Ceres will provide the Solid Oxide Fuel Cells (SOFCs), that will efficiently convert this natural gas into electricity. Ceres’s SOFCs are fifty percent more efficient than open-cycle gas turbines, which is a large improvement.
- Delta Elctronics then work their high power electronic wizardry to supply the electricity.
Nothing is said about what happens to all the carbon dioxide. It will certainly be captured and will probably be of food grade, but this could be the next piece of the jigsaw that Centrica are putting together.
Record Public Transport Growth To The Lake District As Keswick Added To National Rail Network
The title of this post is the same as that of this article on Rail Technology Magazine.
This is the sub-heading.
Record numbers of visitors are travelling to the Lake District by public transport after Avanti West Coast introduced a “virtual railway station” at Keswick, according to newly released figures.
These two paragraphs add more detail.
By adding Keswick to national rail journey planners, passengers can now purchase a single, fully integrated ticket covering both train and bus travel. From today (27 April), the ticket will be available year‑round following a successful two‑summer trial.
The initiative allows passengers to travel on Avanti West Coast or TransPennine Express services to Penrith – the gateway to the North Lakes – before continuing to Keswick on Stagecoach’s X4 and X5 bus services, all using one ticket.
This paragraph describes the impact of the initiative.
The impact has been significant. Over the past year, Avanti West Coast, TransPennine Express and Stagecoach have all reported record-breaking passenger growth, underlining growing demand for seamless, car‑free travel to one of the UK’s most popular visitor destinations.
That looks like a good result all round.
I have some thoughts.
Buying A Ticket
I have just tried to book a ticket between Euston and Keswick for tomorrow, using my normal ticket retailer.
- The destination was Keswick Bus.
- It was just like buying a ticket between Euston and Liverpool Lime Street.
- I could have entered my Senior Railcard.
- The only thing that is needed would be to ask if you have a bus pass and adjust the ticket price accordingly.
I think one day in the summer, if I’m at a loss for something to do, I might visit Keswick.
I also found Keswick Bus on this ticket machine at Kings Cross.
Someone is getting the Ticketing Act together.
Getting To Events
In 2011 I visited all 92 English League Clubs in alphabetical order and some were difficult to get to from the nearest station.
Perhaps if a club has a bus between the local station and the ground, a virtual station could be added, which might be called say York Football.
There would be details instructions at the exit to the station about where to catch the bus or how to walk there if it were close.
It would obviously work for other sports and what about events like Glastonbury, Glyndebourne, The Suffolk Show and racing of both horses and horsepower.
Testing The Viability Of Possible Stations
It is very difficult to test the viability of a new station before a large sum of money can be allocated to build the station.
But supposing Merseyrail wanted to test the viability of a new station at Skelmersdale.
- Skelmersdale Bus would be added to the Rail Ticketing System.
- A bus route would be created probably between the new station at Headbolt Lane and Skelmersdale.
Done properly, it could give a reasonable estimate of the viability of the new route.
Conclusion
I can see this being a very popular and successful development.
The Anonymous Widower 