The Anonymous Widower

Could HS2 Trains Continue To Wales?

The title of this post is the same as that of this article on New Civil Engineer.

This is the sub-heading.

North Wales business group Growth Track 360 has recently renewed its calls for electrification of the North Wales Main Line to accommodate HS2 trains.

These two paragraphs add some more detail.

The group is pushing for electrification of the North Wales Main Line to Crewe and Warrington, which would allow HS2 trains to run directly from London and Birmingham to Chester and beyond.

It has also commissioned a series of conceptual artworks to help the public visualise the proposed improvements. Produced by Nataliia Marchuk, a Ukrainian Fine Arts undergraduate at the University of Chester, the first shows an HS2 train passing Conwy Castle on an electrified North Wales Main Line.

The article dates from May 2022, so it is a bit old now, but transport in Wales is moving on.

On the Growth Track 360 web site, I found this mission statement.

Growth Track 360 has been launched to secure £1bn of rail improvements, which would transform the North Wales and Cheshire regional economy and deliver 70,000 new jobs over 20 years.
It’s being led by a cross-border alliance of business, political and public sector leaders.
If successful, it would lead to a massive boost to the North Wales, Cheshire and Wirral economies, linking them with the planned HS2 line between London and the North of England.

This OpenRailwayMap shows the railways in the area.

Note.

  1. The lilac tracks are Merseyrail’s third rail network.
  2. The lilac knot in the North-West corner of the map is the city of Liverpool.
  3. The red tracks are electrified with 25 KVAC overhead and connect Liverpool to Manchester in the East and Crewe in the South-East corner of the map.
  4. The black tracks are not electrified.
  5. The blue arrow marks the position of Chester.
  6. The lilac line going North from Chester is the Borderlands Line to Liverpool.
  7. Chester and Crewe are a distance of just over twenty-one miles.

Looking at the route on Google maps, I don’t think to electrify between Crewe and Chester will be the most difficult of projects.

The Advantage Of Electrifying Between Crewe and Chester

In How Far Will A Class 897 Train Travel Without Using The Electrification?, I showed that that these new tri-mode trains have a range of 120 miles.

In The Data Sheet For Hitachi Battery Electric Trains, I look at the data sheet, that Hitachi published in late 2023.

These were my conclusions about the data sheet.

These are my conclusions about Hitachi’s battery packs for Class 80x trains, which were written in November 2023.

  • The battery pack has a capacity of 750 kWh.
  • A five-car train needs three battery-packs to travel 100 miles.
  • A nine-car train needs five battery-packs to travel 100 miles.
  • The maximum range of a five-car train with three batteries is 117 miles.
  • The maximum range of a nine-car train with five batteries is 121 miles.

As battery technology gets better, these distances will increase.

Hitachi have seen my figures.

They also told me, that they were in line with their figures, but new and better batteries would increase range.

It looks like Great British Railways will have at least two 125 mph, 120 mile range express trains away from the wires.

These are distances from Chester.

  • Holyhead – 84.4 miles
  • Bangor – 59.7 miles
  • Llandudno Junction – 44.7 miles

It would appear that electrifying between Crewe and Chester will be an insurance policy to make sure, that battery-electric trains can serve Holyhead.

Electrifying between Crewe and Chester, will also ensure, that any battery-electric train leaves Chester with a full battery.

Are There Any Battery-Electric High Speed Trains?

I asked Google AI, this question and received this answer.

Yes, battery-electric high-speed and intercity trains are entering service, primarily in Europe. While many battery trains are designed for regional speeds, Hitachi Rail offers intercity battery trains capable of high speeds and over 70 km ranges. In 2026, the UK’s Great Western Railway (GWR) launched a record-breaking, fast-charging battery train with a 200-mile range.

Key Developments in Battery Trains:

Hitachi Rail Intercity Battery Trains: These trains can operate at intercity speeds, designed for both electrified and non-electrified routes, enhancing sustainability without sacrificing performance.

GWR Class 230 Battery Train: This UK-based, three-car train achieved a world record of over 200 miles on a single charge in 2025.

Rapid Charging Technology: The GWR train uses a 2,000kW fast charger, allowing it to recharge in just over three minutes while stopped at a station, making it suitable for extending electrical service without full, expensive track electrification.

Regional Battery Trains: Beyond the UK, Hitachi’s battery trains (Full battery, Hybrid, Tri-brid) are part of a broader shift in Europe toward lowering emissions. In Argentina, battery-electric units are also used for regional services, designed to operate with solar-powered charging.

These developments show a move towards using battery technology to reduce reliance on diesel trains on partially electrified lines.

How Long Will HS2 Take To Go Between London Euston And Holyhead?

Consider.

  • Sources like the House of Commons Library give HS2 times of 56 minutes between London Euston snd Crewe.
  • Avanti West Coast’s Class 805 trains take two hours and two minutes between Crewe and Holyhead.

I don’t think that a sub-three hour journey is unreasonable.

Is A Green Route Between London And Dublin Possible?

As we’re more likely to see a zero-carbon ferry, than a zero-carbon airliner. Yes!

April 27, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , , , | Leave a comment

Making The Most Of What Is Left Of High Speed Two

High Speed Two is in a bit of a mess.

In the original design for HS2, this was the service pattern.

Note.

  1. Trains to the left of the vertical black line are Phase 1 and those to the right are Phase 2.
  2. Full-Size trains are shown in blue.
  3. Classic-Compatible trains are shown in yellow.
  4. The dotted circles are stations, where trains split and join.
  5. In the red boxes routes alternate every hour.

Click on the diagram to enlarge it.

The Eastern Leg Has Been Cancelled

This means that these trains have been cancelled.

  • Train 15 – 200 m HS2 FS – Birmingham Curzon Street and Leeds via East Midlands Hub
  • Train 16 – 200 m HS2 FS – Birmingham Curzon Street and Leeds via East Midlands Hub
  • Train 17 – 200 m HS2 CC – Birmingham Curzon Street and Newcastle via East Midlands Hub, York, Darlington and Durham
  • Train 18a – 200 m HS2 CC – London Euston and Sheffield via Old Oak Common, East Midlands Hub
  • Train 18b – 200 m HS2 CC – London Euston and Leeds via Old Oak Common and East Midlands Hub
  • Train 19 – 400 m HS2 FS – London Euston and Leeds via Old Oak Common and East Midlands Hub
  • Train 20 – 400 m HS2 FS – London Euston and Leeds via Old Oak Common, Birmingham Interchange and East Midlands Hub
  • Train 21a – 200 m HS2 CC – London Euston and Sheffield via Old Oak Common, East Midlands Hub and Chesterfield
  • Train 21b – 200 m HS2 CC – London Euston and York via Old Oak Common and East Midlands Hub
  • Train 22 – 200 m HS2 CC – London Euston and Newcastle via Old Oak Common and York
  • Train 23 – 200 m HS2 CC – London Euston and Newcastle via Old Oak Common, York, Darlington and Durham

Note.

  1. All trains are one train per hour (tph)
  2. Train 18 splits and joins at East Midlands Hub, so runs as a 400 m train between London Euston and East Midlands Hub.
  3. Train 21 splits and joins at East Midlands Hub, so runs as a 400 m train between London Euston and East Midlands Hub.
  4. There are now no Birmingham and Leeds services.
  5. There are six spare HS2 paths between London Euston and Birmingham.

In my opinion, the big losers are travelers between Leeds and Birmingham, as travelers between London and Leeds can use the East Coast Main Line, which caters for several destinations in Yorkshire and the North-East.

Services Between London Euston and Birmingham

Services between London Euston and the Birmingham area are as follows.

  • Train 1 – 400 m HS2 FS – London Euston and Birmingham Curzon Street via Old Oak Common
  • Train 2 – 400 m HS2 FS – London Euston and Birmingham Curzon Street via Old Oak Common and Birmingham Interchange
  • Train 3 – 400 m HS2 FS – London Euston and Birmingham Curzon Street via Old Oak Common and Birmingham Interchange
  • Train 7 – 400 m HS2 FS – London Euston and Manchester Piccadilly via Old Oak Common, Birmingham Interchange and Manchester Airport
  • Train 11a – 200 m HS2 CC – London Euston and Edinburgh Waverley via Old Oak Common, Birmingham Interchange , Preston, Carlisle and Edinburgh Haymarket
  • Train 11b – 200 m HS2 CC – London Euston and Glasgow Central via Old Oak Common, Birmingham Interchange , Preston and Carlisle
  • Train 12 – 200 m HS2 CC – Birmingham Curzon Street and Edinburgh Waverley/Glasgow Central via Wigan North Western, Preston, Lancaster, Oxenholme, Penrith, Carlisle, Lockerbie, Carstairs and Edinburgh Haymarket/Motherwell

Note.

  1. All trains are one train per hour (tph)
  2. Train 11 splits and joins at Carlisle, so runs as a 400 m train on the Trent Valley Line.
  3. Train 12 runs alternatively to Edinburgh Haymarket and Edinburgh Waverley/Motherwell and Glasgow Central.
  4. All these services will join the Trent Valley Line at Handsacre junction.

There are 5 x 400 metre trains and 1 x 200 metre train.

Services Between London Euston and Manchester

Services between London Euston and the Manchester area are as follows.

  • Train 6 – 200 m. HS2 CC – London Euston and Macclesfield via Old Oak Common, Stafford and Stoke-on-Trent
  • Train 7 – 400 m HS2 FS – London Euston and Manchester Piccadilly via Old Oak Common, Birmingham Interchange and Manchester Airport
  • Train 8 – 400 m HS2 FS – London Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport
  • Train 9 – 400 m HS2 FS – London Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport
  • Train 13 – 200 m HS2 FS – Birmingham Curzon Street and Manchester Piccadilly via Manchester Airport
  • Train 14 – 200 m HS2 FS – Birmingham Curzon Street and Manchester Piccadilly via Manchester Airport

Note.

  1. All trains are one train per hour (tph)
  2. Macclesfield should be able to handle one 200 m. HS2 Classic-Compatible train per hour, as it is shorter and has less passengers than an 11-car Pendolino.
  3. All Manchester Piccadilly services call at Manchester Airport.
  4. All these services will join the Trent Valley Line at Handsacre junction.

There are 3 x 400 metre trains and 3 x 200 metre train.

Services Between London Euston and Liverpool, Lancaster and Scotland

Services between London Euston and Liverpool, Lancaster and Scotland are as follows.

  • Train 4a – 200 m. HS2 CC – London Euston and Lancaster via Old Oak Common, Crewe, Warrington Bank Quay, Wigan North Western and Preston
  • Train 4b – 200 m. HS2 CC – London Euston and Liverpool via Old Oak Common, Crewe and Runcorn
  • Train 5 – 200 m. HS2 CC – London Euston and Liverpool via Old Oak Common, Crewe and Runcorn
  • Train 10a – 200 m HS2 CC – London Euston and Edinburgh Waverley via Old Oak Common, Preston, Carlisle and Edinburgh Haymarket
  • Train 10b – 200 m HS2 CC – London Euston and Glasgow Central via Old Oak Common, Preston and Carlisle
  • Train 11a – 200 m HS2 CC – London Euston and Edinburgh Waverley via Old Oak Common, Birmingham Interchange , Preston, Carlisle and Edinburgh Haymarket
  • Train 11b – 200 m HS2 CC – London Euston and Glasgow Central via Old Oak Common, Birmingham Interchange , Preston and Carlisle
  • Train 12 – 200 m HS2 CC – Birmingham Curzon Street and Edinburgh Waverley/Glasgow Central via Wigan North Western, Preston, Lancaster, Oxenholme, Penrith, Carlisle, Lockerbie, Carstairs and Edinburgh Haymarket/Motherwell

Note.

  1. All trains are one train per hour (tph)
  2. Train 4 splits and joins at Crewe, so runs as a 400 m train on the Trent Valley Line.
  3. Train 10 splits and joins at Carlisle, so runs as a 400 m train on the Trent Valley Line.
  4. Train 11 splits and joins at Carlisle, so runs as a 400 m train on the Trent Valley Line.
  5. Train 12 runs alternatively to Edinburgh Haymarket and Edinburgh Waverley/Motherwell and Glasgow Central.
  6. All these services will join the Trent Valley Line at Handsacre junction.

There are 3 x 400 metre trains and 2 x 200 metre train.

 

How Many Services Ran Between London And Lancashire, Liverpool and Manchester In The Proposed Timetable?

  • Train 4a – 200 m. HS2 CC – London Euston and Lancaster
  • Train 4b – 200 m. HS2 CC – London Euston and Liverpool
  • Train 5 – 200 m. HS2 CC – London Euston and Liverpool
  • Train 6 – 200 m. HS2 CC – London Euston and Macclesfield
  • Train 7 – 400 m HS2 FS – London Euston and Manchester Piccadilly
  • Train 8 – 400 m HS2 FS – London Euston and Manchester Piccadilly
  • Train 9 – 400 m HS2 FS – London Euston and Manchester Piccadilly

Note.

Macclesfield may be in Cheshire, but for my purposes in this calculation, it’s also in South Manchester.

 

There are 4 x 400 metre trains and 2 x 200 metre train.

But as I stated in Manchester Piccadilly Station Platform Layout, until the track and the tunnel to Manchester Airport and Manchester Piccadilly is built, 400 m HS2 Full-Size will have to be replaced by 200 m HS2 Classic Compatible trains, as no other train will fit the existing Manchester Piccadilly station.

This would mean that 6 x 200 m HS2 Classic Compatible trains will run.

I can turn these two schedules into seats per hour.

Consider.

  • The current service is 3 x 11-car Pendolinos per hour, which is 607 seats per train or a total of 1821 seats per hour.
  • A 200 metre HS2 Full-Size and a 200 metre HS2 Classic Compatible train, both have 504 seats.

This means that the proposed timetable has 5040 seats, but only 3528 seats, if HS2 FS trains can’t be used and have to be replaced by 200 metre HS2 Classic Compatible train.

I can build this table.

  • Current – Pendolinos – 1821 seats per hour.
  • Interim – Using 200 metre HS2 Classic Compatible trains – 3528 seats per hour – This is a 94 % increase over the current figure.
  • Full – Using 200 metre HS2 Full Size trains in tunnels to Manchester Piccadilly – 5040 seats per hour – This is a 177 % increase over the current figure.

Note.

In Manchester Piccadilly Station Platform Layout, I stated that it is my belief, that an Interim timetable can be achieved by replacing all 11-car Pendolinos by 200 metre HS2 Classic Compatible trains.

Could More Capacity Be Added By Adding A Blackpool Service?

In Blackpool North Station Platform Layout, I looked at the possibilities of adding a Blackpool service to HS2.

This was my conclusion.

I believe Blackpool North station could handle as least one pair of 200 metre HS2 Classic-Compatible Trains to and from London Euston every hour.

It might be able to handle two such trains in every hour.

Adding two pairs of 200 metre HS2 Classic-Compatible Trains between London Euston and Blackpool every hour, would add 1008 seats.

If it is possible to add two pairs of 200 metre HS2 Classic-Compatible Trains, my table would be as follows.

  • Current – Pendolinos – 1821 seats per hour.
  • Interim – Using 200 metre HS2 Classic Compatible trains – 5544 seats per hour – This is a 204 % increase over the current figure.
  • Full – Using 200 metre HS2 Full Size trains in tunnels – 7056 seats per hour – This is a 287 % increase over the current figure.

I must admit, the percentage increases have surprised me, but I have checked and checked them.

Is The Interim Solution Plus Two Trains Between London Euston And Blackpool North The Solution?

Consider.

  • Crewe, Warrington Bank Quay, Wigan North Western and Preston, get two extra services to London Euston, Old Oak Common and Birmingham Interchange.
  • All trains will be 200 metre HS2 Classic Compatible trains.
  • Crewe, Warrington Bank Quay, Wigan North Western and Preston, Manchester Piccadilly will not need major upgrades.
  • Manchester Airport would not be served initially, but a tunnel connecting Crewe, Manchester Airport and Manchester Piccadilly could be added later.
  • There is no connection between Birmingham and Leeds and the East Midlands.

Could HS2 Serve Holyhead?

In Could HS2 Trains Continue To Wales?, I show that if Crewe And Chester Is Electrified, then a HS2 Classic Compatible train fitted with batteries should be able to go between London Euston and Holyhead in a couple of minutes under three hours.

It could be a good start!

 

April 27, 2026 Posted by | Transport/Travel | , , , , , , , , , , , , | 1 Comment

Blackpool North Station Platform Layout

In this post, I will look at the current platform layout at Blackpool North station and see if it needs to be updated for High Speed Two.

This OpenRailwayMap shows the current platform layout at the station.

Note.

  1. The pink tracks are the Blackpool Tramway.
  2. The Tramway station has two terminating platforms and a crossover and together with the delta junction on the seafront, trams can go North or South.
  3. I wouldn’t be surprised to see the Tramway upgraded.
  4. The red tracks are the Blackpool Branch to Blackpool North station.
  5. Blackpool North station has six platforms and their lengths are 277, 277, 205, 203, 203 and 205 metres.
  6. The two longer platforms are on the South side of the station and can take an 11-car Pendolino or an HS2 200 m. Classic-Compatible train.

It appears to be a compact interchange between the trams and the trains.

I have some further thoughts.

Do Trains Spend The Night Parked In Blackpool North Station?

The Wikipedia entry for Blackpool North station says this about work done whilst the station was being electrified.

A major rebuild and upgrade of the nearby carriage servicing depot was carried out at the same time.

I asked Google AI, the question in the title of this section and received this reply.

Yes, trains can and do spend the night parked in the sidings and platforms at Blackpool North station. While many trains return to depots for maintenance, some units are stabled overnight at the station to facilitate the first early morning services of the day, as the facility is a key terminus for Northern Trains.

Overnight Stabling: Trains often occupy the 6 platforms or nearby sidings to start service early in the morning.

Station Activity: While passenger facilities close around midnight, the site itself remains secure for overnight parking.

Blackpool North station appears to be almost an efficient  cross between terminal station and depot.

Stabling a train at Blackpool North station could be the easy way for Avanti West Coast or HS2 to run an early train to London.

Could A Late Train From London Bring Up All The Stragglers And Take Back All The Early-Risers?

The only transport, I’ve ever scheduled in anger were container ships, but it seems the following could be possible.

  • A late train runs from London Euston to Blackpool North, stopping at stations where it is thought necessary.
  • The train gets an overnight service and a wash-and-brush-up in Blackpool North station, from staff in the local depot.
  • An early train runs from Blackpool to London Euston, stopping at stations where it is thought necessary.

It would be efficient use of equipment and staff. It would also help those in Crewe, Warrington, Wigan, Preston and the Fylde, who wanted to spend a long day in London or the South.

Could Blackpool North Handle A 400 Metre HS2 Classic-Compatible Train To And From London?

Consider.

  • Avanti West Coast’s London Euston and Blackpool North train calls at Crewe, Warrington Bank Quay, Wigan North Western and Preston.
  • The Specification of the HS2 Classic-Compatible Train says that they should be able to split and join, with all the speed and competence of a sex act, at one of Epstein’s parties.
  • Blackpool North has two platforms that are 277 metres long, which can both handle 200 metre HS2 Classic-Compatible Trains.
  • Preston station has a platform, that is one of the longest in England at 362 metres.
  • Wigan North Western station has a platform that is 274 metres long.
  • Warrington Bank Quay station has main line platforms that are 250-260 metres long.
  • Crewe station has a platform that is 390 metres long.
  • The provisional timetable for HS2 shows pairs of 200 metre HS2 Classic-Compatible Trains, stopping at Preston and Crewe stations.
  • When built, HS2 stations at London Euston, Old Oak Common and Birmingham Interchange will be able to handle pairs of 200 metre HS2 Classic-Compatible Trains.

I am fairly sure that a 400 metre HS2 Classic-Compatible Train could run between London Euston and Blackpool North stations

  • The train could call at Old Oak Common, Birmingham Interchange, Crewe, Warrington Bank Quay, Wigan North Western and Preston stations.
  • The frequency could be as passenger numbers needed.
  • HS2 stations at London Euston, Old Oak Common and Birmingham Interchange will be able to handle pairs of 200 metre  HS2 Classic-Compatible Trains.
  • Crewe, Warrington Bank Quay, Wigan North Western and Preston stations should be able to handle pairs of 200 metre  HS2 Classic-Compatible Trains by using selective door opening.
  • Each 200 metre  HS2 Classic-Compatible Train, would use one of Platform 1 or 2 at Blackpool North station.

The two 200 metre  HS2 Classic-Compatible Trains would either split and join at Preston station or by some shunting in Blackpool North station.

Conclusion

I believe Blackpool North station could handle as least one pair of 200 metre  HS2 Classic-Compatible Trains to and from London Euston every hour.

It might be able to handle two such trains in every hour.

 

 

April 26, 2026 Posted by | Artificial Intelligence, Design, Transport/Travel | , , , , , , , , , , , , , | 1 Comment

How Will HS2 Classic Compatible Trains Be Tested?

As there has been some scare stories on this, I thought I had better ask Google AI for a second opinion.

This was the reply I received.

HS2 classic compatible trains (Class 895) will undergo rigorous, phased testing starting in 2027, including static checks in climate chambers and low-speed facilities, followed by dynamic testing on a 50-mile section of the new HS2 line. These tests, conducted at up to 360 km/h (225 mph), ensure compatibility with new high-speed infrastructure and existing network interfaces.

Key Testing Stages & Locations:

Static Testing: Initial tests conducted at production sites in Derby, involving climate chambers to test systems in extreme temperatures and at low-speed test tracks.

Dynamic Testing (Mainline): High-speed tests will occur on a ~50-mile (~80 km) section of the new high-speed line between Washwood Heath in Birmingham and the north portal of the Wendover green tunnel, focusing on braking, power, and signalling systems.

Infrastructure Compatibility: Testing includes extensive checks at the Rail Innovation & Development Centres (RIDC) and validation of the train-track interface, especially for “good vehicle-track interaction”.

International Testing: Specialized tests, such as those at the Velim test centre in the Czech Republic, will be utilized.

Existing Network Testing: Because these trains must run on the existing West Coast Main Line (WCML), they will be tested for interoperability on traditional tracks.

Focus Areas:

Performance: Validating that trains can handle speeds of 360 km/h and high acceleration.

Integration: Testing of signaling, power, and communication systems together.

Safety: Verification of braking systems and emergency systems.

Accessibility & Design: Physical mock-ups have been used for user group testing regarding cabin layout.

These tests are critical as the Class 895 trains are a joint project between Hitachi and Alstom, designed to run both on new high-speed lines and older, conventional lines (Classic Compatible).

These are some of my observations.

Where Is The North Portal Of The Wendover Green Tunnel?

This Google Map shows its location.

It would appear that North Portal of the Wendover Green Tunnel, is conveniently close to Wendover station.

This OpenRailway Map gives a larger view.

Note.

  1. HS2 is shown as dotted red tracks.
  2. Chiltern is shown in yellow.
  3. Wendover station is indicated by a blue arrow.

I suspect the portal is near the top of the map.

But looking at the roads and the station, it could be an interesting place to get close to HS2 infrastructure and trains under test.

April 26, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , | Leave a comment

Manchester Piccadilly Station Platform Layout

In this post, I will look at the current platform layout at Manchester Piccadilly station and see if it could be updated for High Speed Two.

This OpenRailwayMap shows the current platform layout at the station.

Note.

  1. There are twelve platforms in the main station, which are numbered 1 to 12 from North to South.
  2. There are also two platforms to the South of the main station, which are on the Castlefield Corridor and numbered 13 and 14.
  3. The current Avanti West Coast services use Platforms 5 to 8.
  4. Platforms 1 to 8 seem well-spaced.
  5. The Internet gives the length of Platform 1 as 238 metres, so it can be used as a ruler on all the platforms.
  6. The green tracks are for the Manchester Metrolink, which runs under the station.

I will now take a detailed look at the four platforms used by Avanti West Coast services, which are 5 to 8.

  • The platforms are 340, 277, 277 and 340 metres long respectively.
  • All four platforms can handle 11-car Pendolino Class 390 trains, which are 265.3 metres long.
  • All four platforms will also handle 8-car HS2 Classic-Compatible trains, which will be 200 metres long.
  • The platforms also seem to have a straight run-in to the buffers, which is about 260 metres long.
  • This straight section is long enough to accommodate an 11-car Pendolino or an 8-car HS2 Classic-Compatible train.

I would think it reasonable that an 8-car HS2 Classic-Compatible train could take over the service of an 11-car Pendolino, but running on HS2 infrastructure, where it exists.

The current Avanti West Coast service to Manchester Piccadilly is as follows.

  • 1 tph – 9-car or 11-car – London Euston and Manchester Piccadilly via Milton Keynes Central, Rugby, Stoke-on-Trent, Macclesfield and Stockport
  • 1 tph – 9-car or 11-car – London Euston and Manchester Piccadilly via Nuneaton, Stoke-on-Trent and Stockport
  • 1 tph – 9-car or 11-car – London Euston and Manchester Piccadilly via Stafford, Crewe, Wilmslow and Stockport

In the original design for HS2, this was the service pattern.

Note.

  1. Trains to the left of the vertical black line are Phase 1 and those to the right are Phase 2.
  2. Full-Size trains are shown in blue.
  3. Classic-Compatible trains are shown in yellow.
  4. The dotted circles are where trains split and join.
  5. In the red boxes routes alternate every hour.

Click on the diagram to enlarge it.

Services to Manchester Piccadilly and the Manchester area are as follows.

  • Train 6 – 200 m. HS2 CC – London Euston and Macclesfield via Old Oak Common, Stafford and Stoke-on-Trent
  • Train 7 – 400 m HS2 FS – London Euston and Manchester Piccadilly via Old Oak Common, Birmingham Interchange and Manchester Airport
  • Train 8 – 400 m HS2 FS – London Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport
  • Train 9 – 400 m HS2 FS – London Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport
  • Train 13 – 200 m HS2 FS – Birmingham Curzon Street and Manchester Piccadilly via Manchester Airport
  • Train 14 – 200 m HS2 FS – Birmingham Curzon Street and Manchester Piccadilly via Manchester Airport

Note.

  1. All trains are one train per hour (tph)
  2. Macclesfield should be able to handle one 200 m. HS2 Classic-Compatible train per hour, as it is shorter and has less passengers than an 11-car Pendolino.
  3. All Manchester Piccadilly services call at Manchester Airport.

I believe this allows two possible solutions.

  • A largely tunneled solution, that gives access to enough 400 m platforms underneath or alongside Manchester Piccadilly station.
  • An interim solution, that replaces 11-car Pendolinos with 200 m. HS2 Classic-Compatible trains.

I will answer this question first.

Will HS2 Use A Tunnel Between Manchester Airport And Manchester Piccadilly Station?

I asked Google AI  and received this answer.

Yes, in the original HS2 proposals, a 7.5-mile twin-bore tunnel was planned to run between Manchester Airport and the Ardwick area, surfacing near Manchester Piccadilly. This tunnel was designed to carry the high-speed line underneath the built-up areas of south Manchester and into the terminal station.

Key Details of the Proposed Tunnel:

Purpose: To connect the new Manchester Airport High Speed Station with Manchester Piccadilly station.

Structure: A 7.5-mile (approx. 12km) twin tunnel.

Route: Following the airport, the line would enter the tunnel, traveling towards Piccadilly station.

Location: The tunnel handles the approach to Manchester city centre, allowing the high-speed tracks to bypass surface-level congestion in the south Manchester suburbs.

Note: While this was the planned route for Phase 2b, the future of the northern leg of HS2 has been subject to change and government reviews, which may impact these designs

The Full Solution

This will entail the following.

  • A two-platform underground station at Manchester Airport, that is capable of handling 400 m. HS2 Full-Size trains.
  • A large enough extension to Manchester Piccadilly station that is capable of terminating enough 400 m. HS2 Full-Size trains.
  • The extension to Manchester Piccadilly station could be underneath or alongside, the current station.
  • A 7.5 mile twin-bore tunnel between the two stations.

I also believe the full solution will need the completion of the high speed line between Handsacre junction and Crewe.

That would be an expensive and difficult solution, so we will need an interim solution.

The Interim Solution

This will entail the following.

  • All HS2 services into Manchester Piccadilly will be run by 8-car 200 m. HS2 Classic-Compatible trains.
  • They will use Platforms 5 to 8 in Manchester Piccadilly station, which are 340, 277, 277 and 340 metres long respectively.
  • The Manchester Piccadilly services will not call at Manchester Airport.
  • The Macclesfield service will run to serve Stafford and Stoke-on-Trent.
  • I also believe the interim solution will not need the completion of the high speed line between Handsacre junction and Crewe.

My project management experience leads me to believe, that after HS2 is completed to Handsacre junction, Manchester Piccadilly station could be served by 8-car 200 m. HS2 Classic-Compatible trains.

How Many Trains Will The Interim Solution Run Through The Trent Valley Line?

If the interim solution is to work, then HS2 trains for North of Handsacre Junction will have to take their chances on the Trent Valley Line.

This OpenRailwayMap shows the route of the Trent Valley Line between Handsacre Junction and Crewe.

Note.

  1. Stafford station is marked with a blue arrow.
  2. Crewe station is in the North-West corner of the map.
  3. Lichfield Trent Valley station is in the South-East corner of the map.
  4. The Northern end of HS2 is should dotted around Lichfield Trent Valley station
  5. Rugeley Trent Valley station is to the North-West of Lichfield Trent Valley station.
  6. Crewe, Stafford, Rugeley Trent Valley and Lichfield Trent Valley stations are all on the Trent Valley Line, which runs North-West and South-East across the map.
  7. Handsacre junction is to the North of Lichfield Trent Valley station and links the North end of HS2 to the the Trent Valley Line.

This second OpenRailwayMap shows Handsacre junction in more detail.

Note.

  1. Rugeley Trent Valley station is in the North-West corner of the map.
  2. Lichfield Trent Valley station is in the South-East corner of the map.
  3. The Trent Valley Line runs diagonally across the map between the two stations.
  4. The route of HS2 is shown as a dotted red line in the South-East corner of the map.
  5. HS2 and the Trent Valley Line will join at Handsacre junction.

The stub of HS2 in the North-East corner of the map, will eventually link to Crewe.

The following services will join the Trent Valley Line at Handsacre junction.

  • Train 4a – 200 m. HS2 CC – London Euston and Lancaster via Old Oak Common, Crewe, Warrington Bank Quay, Wigan North Western and Preston
  • Train 4b – 200 m. HS2 CC – London Euston and Liverpool via Old Oak Common, Crewe and Runcorn
  • Train 5 – 200 m. HS2 CC – London Euston and Liverpool via Old Oak Common, Crewe and Runcorn
  • Train 6 – 200 m. HS2 CC – London Euston and Macclesfield via Old Oak Common, Stafford and Stoke-on-Trent
  • Train 7 – 200 m HS2 CC – London Euston and Manchester Piccadilly via Old Oak Common and Birmingham Interchange
  • Train 8 – 200 m HS2 CC – London Euston and Manchester Piccadilly via Old Oak Common
  • Train 9 – 200 m HS2 CC – London Euston and Manchester Piccadilly via Old Oak Common
  • Train 10a – 200 m HS2 CC – London Euston and Edinburgh Waverley via Old Oak Common, Preston, Carlisle and Edinburgh Haymarket
  • Train 10b – 200 m HS2 CC – London Euston and Glasgow Central via Old Oak Common, Preston and Carlisle
  • Train 11a – 200 m HS2 CC – London Euston and Edinburgh Waverley via Old Oak Common, Birmingham International, Preston, Carlisle and Edinburgh Haymarket
  • Train 11b – 200 m HS2 CC – London Euston and Glasgow Central via Old Oak Common, Birmingham International, Preston and Carlisle
  • Train 12 – 200 m HS2 CC – Birmingham Curzon Street and Edinburgh Waverley/Glasgow Central via Wigan North Western, Preston, Lancaster, Oxenholme, Penrith, Carlisle, Lockerbie, Carstairs and Edinburgh Haymarket/Motherwell
  • Train 13 – 200 m HS2 CC – Birmingham Curzon Street and Manchester Piccadilly
  • Train 14 – 200 m HS2 CC – Birmingham Curzon Street and Manchester Piccadilly

Note.

  1. All trains are one train per hour (tph)
  2. Train 4 splits and joins at Crewe, so runs as a 400 m train on the Trent Valley Line.
  3. Train 10 splits and joins at Carlisle, so runs as a 400 m train on the Trent Valley Line.
  4. Train 11 splits and joins at Carlisle, so runs as a 400 m train on the Trent Valley Line.
  5. Train 12 runs alternatively to Edinburgh Haymarket and Edinburgh Waverley/Motherwell and Glasgow Central.

In any hour, it looks like eight single trains and three pairs will run along the Trent Valley Line.

How Close In Minutes Can Trains Run On The Trent Valley Line?

I asked Google AI  and received this answer.

On the modernised Trent Valley Line (part of the West Coast Main Line), trains can run at high frequencies, often with fast, long-distance services operating with headway (spacing) of approximately 3 to 5 minutes, though typically, a 2-4 train per hour per direction service pattern is standard, equating to 15–30 minute intervals between similar services.

Capacity: The line is a four-track railway between Rugby and Stafford, allowing fast, long-distance express trains (up to 125 mph) to overtake slower, local, and freight trains.

Service Frequency: High-frequency, high-speed travel is standard.

Constraints: While the infrastructure supports close spacing, schedules are constrained by capacity at major bottlenecks and the requirement for consistent track maintenance.

It’s probably tight, but not impossibly so. Especially, as Train 6 to Macclesfield cuts off through Stoke-on-Tent after Stafford.

What Is The Capacity Of Each Train Timetable Between London Euston And Manchester Piccadilly/Macclesfield?

Consider.

  • An 11-car Pendolino has 607 seats.
  • I’m assuming all Pendolinos are 11-car trains.
  • An 8-car HS2 Classic-Compatible train has 504 seats.
  • I’m assuming that HS2 Full Size trains have the same capacity as the Classic Compatible trains.

These are figures for each timetable.

Current Timetable

3 x 11-car Pendolino = 1,821 seats. per hour

Interim Timetable

4 x 8-car 200 m. HS2 Classic-Compatible trains = 2,016 seats per hour, which is a 10.7 % increase over today.

Full Timetable

7 x 8-car 200 m. HS2 Classic-Compatible trains = 3,538 seats per hour, which is a 93.7 % increase over today.

How Many Trains Run On Each Section Of HS2?

Current Timetable

None

Interim Timetable

These are my estimates of trains per hour on each section.

  • London Euston and Birmingham – 11 tph
  • Birmingham and Stafford – 11 tph
  • Stafford and Crewe – 10 tph
  • Stafford and Macclesfield – 1 tph
  • Crewe and Liverpool – 2 tph
  • Crewe and Manchester Piccadilly – 5 tph
  • Crewe and Preston – 4 tph
  • Preston and Lancaster – 4 tph
  • Lancaster and Carlisle – 3 tph
  • Carlisle and Edinburgh Waverley – 2.5 tph
  • Carlisle and Glasgow Central – 2.5 tph

There would appear to be spare capacity for up to six trains per hour, South of Crewe.

Full Timetable

These are my estimates of trains per hour on each section.

  • London Euston and Birmingham – 11 tph
  • Birmingham and Stafford – 11 tph
  • Stafford and Crewe – 10 tph
  • Stafford and Macclesfield – 1 tph
  • Crewe and Liverpool – 2 tph
  • Crewe and Manchester Airport- 5 tph
  • Manchester Airport and Manchester Piccadilly – 5 tph
  • Crewe and Preston – 4 tph
  • Preston and Lancaster – 4 tph
  • Lancaster and Carlisle – 3 tph
  • Carlisle and Edinburgh Waverley – 2.5 tph
  • Carlisle and Glasgow Central – 2.5 tph

There would still appear to be spare capacity for up to six trains per hour, South of Crewe.

Conclusions

Theses are my conclusions.

  1. There Are At Least Six Free Train Paths In Every Hour Between London And Crewe

This is partly because the Eastern leg was cancelled. But it does seem silly to waste them.

I believe Blackpool would be a good place to serve and I said so in Could High Speed Two Serve Blackpool North?

Other possible places would be Chester, Holyhead and Scotland.

2. There Will Need To Be A Tunnel To Connect Manchester Piccadilly And Manchester Airport

This is because you can’t knock all the houses down to build the link.

The Channel Tunnel Rail Link is tunnelled under Dalston in East London for the same reason.

3. Manchester Piccadilly and Manchester Airport services will be five Trains Per Hour

Two of these five trains will go to Birmingham Curzon Street and three to London Euston.

I would expect that the Manchester Tunnel will be an important project for the finances of Manchester Airport.

4. When The Manchester Tunnel Is Built, This Will Double Seat Capacity Between London And Manchester Piccadilly

This is because it will allow 400 metre trains between London Euston and Manchester Piccadilly.

5. HS2 Can Run To Manchester Without Building The Manchester Tunnel Or A High Speed Line Between  Crewe And Birmingham

This surprised me at first, but it appears, that it’s because HS2 Classic-Compatible trains are shorter than 11-car Pendolinos.

6. HS2 Can’t Run To Manchester Airport Without Building the Manchester Tunnel.

It’s all because of the houses in between.

7. Single 200 m. HS2 Classic Compatible trains, Can Use The Unmodified Manchester Piccadilly.

This is because they are shorter than 11-car Pendolinos. But pairs can’t, as they are too long!

8. Stockport Gets A Raw Deal From HS2

Currently, Stockport, gets three 11-car Pendolino services between London Euston and Manchester Piccadilly.

Under the Interim Solution, these services will continue as HS2 Classic-Compatible trains are shorter than 11-car Pendolinos.

But under the Full Solution, HS2 trains will be in the Manchester Tunnel between Manchester Airport and Manchester Piccadilly.

9. The Interim Solution Will Work

I am more and more convinced, that a proposed solution which entails the following will work.

  • A new service from London Euston to Macclesfield via Old Oak Common, Stafford and Stoke-on-Trent is introduced.
  • 11-car Pendolinos are replaced by 8-car HS2 Classic-Compatible trains, which are shorter.
  • The Trent Valley Line is updated, so that it can handle 11 trains per hour, that will eventually be transferred to the new HS2 line between Handsacre junction and Crewe.
  • London Euston and Manchester Piccadilly will get three trains per hour via HS2 to Handsacre junction the Trent Valley Line.
  • There will be no major work to be done at Manchester Piccadilly.
  • Three trains per hour between London Euston and Manchester Piccadilly could still call at Stockport.

I also believe that this solution can be easily built, as it is mainly improving the existing route between Handsacre junction and Manchester Piccadilly via Crewe and Stockport.

April 25, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , | 1 Comment

Centrica Energy Signs Biomethane Agreement With Stream BioEnergy

The title of this post, is the same as that as this news item from Centrica.

This is the sub-heading.

Centrica Energy, in collaboration with Bord Gáis Energy, has signed an agreement with Stream BioEnergy to provide long term offtake and route-to-market services for Ireland’s largest biomethane facility processing municipal food and garden waste under development near Cork, Ireland. The plant will convert food and green waste into renewable biomethane for injection into the Irish gas grid, supporting the country’s decarbonisation goals and circular economy ambitions.

These two paragraphs add more details.

Stream BioEnergy is a leading developer of biogas plants in Ireland, and this new project represents a significant step forward in scaling sustainable gas production from organic waste. When operational in 2027, the new plant will process 90,000 tonnes per year of domestic and commercial food and garden waste to generate 80GWh annually of unsubsidised biomethane.

Under the agreement, Centrica Energy will offtake 100% of the biomethane produced at the facility and manage the associated green certificates, ensuring the renewable gas reaches end users efficiently and sustainably. The deal is supported by Bord Gáis Energy, Centrica’s Irish energy supply business, which will play a key role in enabling the delivery of biomethane to the Irish market.

It looks like Centrica are using their expertise to distribute the gas and do all the required green paperwork.

 

What Is The Major Use In Ireland Of Biomethane?

This was the obvious question to ask Google AI.

I received this answer.

The major use of biomethane in Ireland is as a renewable substitute for natural gas, primarily injected directly into the national gas grid to decarbonise the heating, industrial, and transport sectors.

While currently a developing industry (with around 75 GWh per annum produced in 2024), Ireland’s National Biomethane Strategy aims for a rapid scale-up, targeting 5.7 TWh by 2030 to meet 10% of national gas demand.

Key areas of focus include:

Grid Injection & Heating: Biomethane is injected into the gas network to decarbonise residential, commercial, and industrial heating.

Transport Fuel (Bio-CNG): It is used as a sustainable alternative to diesel for heavy-duty vehicles (HGVs) and buses, often under the Renewable Transport Fuel Obligation (RTFO).

Industrial Use: It is employed in sectors that are difficult to electrify, helping companies meet sustainability and carbon reduction goals.

Circular Economy/Agricultural Support: The production process creates a byproduct called digestate, which is used as a sustainable bio-fertiliser, helping farmers reduce reliance on chemical fertilisers.

The sector is currently shifting from relying solely on food waste to incorporating agricultural residues like slurry and grass silage.

Are Centrica Involved In Biomethane In The UK?

Out of curiosity, I had to ask Google AI this question.

I received this answer.

Yes, Centrica is actively involved in the biomethane sector in the UK, focusing on offtaking, trading, and transporting green gas, as well as investing in infrastructure.

Key aspects of their involvement include:

Partnerships and Offtake Agreements: Centrica Energy Trading has signed a 15-year agreement with Yorkshire Water and SGN Commercial Services to offtake biomethane from two new gas-to-grid plants in Yorkshire.

Production Capacity: The aforementioned plants, located at Blackburn Meadows and Knostrop, are designed to produce approximately 125GWh of biomethane annually, sufficient to heat over 10,000 homes.

Investment in Bio-LNG/CNG: Centrica acquired a 16% stake in Gasrec, the UK’s largest provider of bio-LNG (liquefied natural gas) and bio-CNG (compressed natural gas) for heavy goods vehicles, supporting the decarbonization of road transport.

Green Gas Trading: Through partnerships like the investment in Barrow Green Gas (BGG), a leading UK green gas supplier, Centrica has established itself as a major player in shipping green gas in the GB network.

Industrial Solutions: Centrica Business Solutions offers “Biomethane CHP” (Combined Heat and Power) to large organizations, enabling them to use green gas certificates to reduce their carbon footprint.

Centrica is aiming to expand its biomethane activities to support its net-zero goals, with a particular focus on using sewage treatment and other waste products for energy.

This seems to fit the pattern of the Irish deal.

Could Centrica be looking for lessons in Ireland, that can be applied to the UK market?

Do British Gas Research Have A Reputation For Innovation?

As British Gas Research developed the heata, which is an idea I like, I felt that it could be enlightening to ask this question of Google AI.

I received this answer.

Yes, British Gas (and its parent company Centrica) has a strong, long-standing reputation for innovation, particularly in the areas of home energy technology, customer services, and net-zero solutions. Their research and development (R&D) efforts are focused on energy efficiency, smart technology, and decarbonization.

Key areas where British Gas demonstrates a reputation for innovation include:

Smart Home Tech (Hive): British Gas pioneered the mass adoption of smart thermostats in the UK with the launch and development of Hive, a key part of their digital strategy for home energy management.

Low Carbon & Renewables: The company is a leading installer of heat pumps and is actively involved in hydrogen innovation for heating solutions.

Digital Customer Experience: They have utilized AI for, among other things, automating complaints root cause analysis and have developed advanced digital tools to allow customers to manage energy usage via apps.

Energy Transition Research: Through Centrica, they invest significant amounts annually in renewable generation and flexible energy solutions to meet net-zero targets.

Data Analytics: British Gas has partnered with research firms to use technologies like eye-tracking to improve the effectiveness of their digital ads and customer engagement.

Strategic Partnerships: They collaborate with industry leaders like Samsung and Barclays to provide energy efficiency incentives and optimize home appliance use.

While they are a major player in new technologies, it is important to note that the broader gas industry is currently focusing on “digital by default” and “flexible and seamless connections” for green gases, as part of their 2026-2028 strategy.

British Gas Research could give the sort of support, that those in the front line need.

April 24, 2026 Posted by | Artificial Intelligence, Energy, Transport/Travel | , , , , , , , , , , , , , , , , | Leave a comment

Lumo Targets Drivers With ‘Pump-Primed’ Campaign Showing How To Travel To London For Less

The title of this post, is the same as that of this article on Rail Business Daily.

These three paragraphs outline the story.

Motorists driving to London are being shown how taking the train could save up to half the cost of their journey – as they fill-up at the fuel pumps.

Lumo has launched digital screens at a filling station to display real-time travel information and ticket prices.

Lumo believes the bold new trial, a first-of-its-kind partnership with the Smart Outdoor digital advertising firm, will give motorists a timely reminder of a greener and often more affordable alternative to driving between Scotland and England.

Note.

  1. Displaying real-time travel information is done regularly all over the transport network, for buses and trains.
  2. Adding ticket prices would not be difficult.
  3. All filling stations must have good enough broadband.
  4. I suspect, it could work best, where the train operator sells good value walk-up tickets. This is done at LNER stations on the East Coast Main Line and in An Affordable Trip To Doncaster, I told how I went to Doncaster for the day for £46.45 with a Senior Railcard, buying the tickets on a walk-up basis.

But who knows, where this technology will lead?

As a non-driver, if anybody sees the system in action, I’d love a comment and a photo.

A Ticket Buying App

I also think, I could specify a ticket buying app for trips someone needs to make.

The app would keep a list of train journeys you want to make.

Every day, it would look up the best prices available and if you wanted to go somewhere, you could buy a ticket.

April 24, 2026 Posted by | Computing, Transport/Travel | , , , , , , | Leave a comment

Four Cunard Queens To Come Together For The First Time, In Liverpool

The title of this post, is the same as that of this news item from Liverpool City Region.

This is the sub-heading.

British cruise line Cunard has announced that all four Cunard ships will come together in Liverpool in 2028.

On 16 May 2028, Queen Mary 2, Queen Elizabeth, Queen Victoria and Queen Anne will unite on the River Mersey, the first time the full fleet of four has ever assembled.

This is a unique opportunity to see all four Queens together in one place, and will happen in Liverpool, Cunard’s spiritual home, where the company was founded in 1840.

These two paragraphs add some more details.

The last time Cunard ships gathered on the Mersey was in 2015, when the three Queens came together to celebrate the brand’s 175th anniversary, attracting more than one million spectators to the city and its waterfront.

The 2028 gathering is expected to build on that legacy, drawing significant crowds and global attention, with Liverpool marking the moment in its own distinctive style through a waterfront celebration as the Four Queens meet, returning home for the first time.

Queen Mary 2’s arrival in Liverpool on 16 May 2028 will also mark her first ever transatlantic crossing from New York directly to the city, as well as Cunard’s first eastbound arrival from New York to Liverpool in more than 61 years, since RMS Sylvania berthed at Princes Landing Stage on 18 November 1966.

But there is another big difference between the the 2015 gathering and the planned 2028 gathering, other than an extra liner, is that in 2017-8, Liverpool Lime Street station was transformed, which I wrote about in Liverpool Lime Street Station After the Transformation of 2017-18.

The station station has ten platforms, arranged so they can operate as two separate stations; one serving Manchester and the East and the other serving Crewe and the South.

  • Five platforms are longer than 220 metres, so they can handle 8-car 200 metre HS2 Classic-Compatible trains.
  • Three platforms are longer than 265 metres, so they can handle 11-car 265.3 metre Pendolino Class 390 trains.
  • Four platforms are longer than 150 metres, so they can handle 5-car Hitachi Class 802 trains.
  • Platform 5 on the Manchester and the East side of the station is 181 metres long and I suspect can handle a Hitachi Class 807 train in an emergency.

It looks to me, that the station was rebuilt, so that Liverpool can handle any combination of trains, that Network Rail envisage might want to use the station at the same time.

A major event like the Grand National, an important international football match in Euro 2028 or the 2028 Four Queens Gathering could attract lots of visitors, some of whom might come in luxury excursion trains.

If Network Rail have been prudent, they will have planned for an event like the 2028 Four Queens Gathering.

Typically, Liverpool Lime Street station now has two trains per hour (tph) to London Euston.

Usually, these are an 11-car  Pendolino and a 7-car Class 807 train, which have a total capacity of 607+453 or 1060 seats.

This picture shows Platform 9 handling an 11-car Pendolino.

Note.

  1. The curve of the platform appears to be used to allow the longer train to fit.
  2. The platform is wide, so 607 passengers and their baggage, babies and buggies can safely embark from the an 11-car Penolino train.
  3. In Wires, New Platforms And Sidings At Blackpool North Station – 17th April 2018, it appears that platforms at Blackpool North station have a slight curve too.

Have Network Rail been listening to a certain limerick about a Man of Kent?

 

 

 

April 24, 2026 Posted by | Design, Transport/Travel | , , , , , , , , , , , , , , | Leave a comment

Liverpool Lime Street Station After the Transformation of 2017-18

This document from Network Rail is entitled £140m Transformation Of Liverpool Lime Street Completed On Time.

These bullet points serve as sub-headings.

  •  Track, platform and signalling improvements
  • Paving the way for bigger, better trains with more seats for more customers in future
  • Part of the wider Great North Rail Project
  • Part of #StationsDay – celebrating the £5.2billion investment to regenerate Britain’s rail stations

But I also believe two other important sub-projects were carried out during the work.

The Station Has Been Substantially Prepared For High Speed Two

Consider.

  • Platforms were lengthened so they can accept 265.3-metre long eleven-car Class 390 trains.
  • Platforms were widened, so they could handle the 607 passengers, that can be carried in an eleven-car train.
  • There appears to be five full-size platforms numbered 6-10.
  • Is there the possibility of a sixth platform, which is currently numbered E (for Emergency (?))?
  • The approaches to the station have been remodeled, so trains can enter the station very efficiently.
  • The Class 390 trains are going between Crewe and Liverpool Lime Street stations, in times that are not far off those expected from High Speed Two trains.

As Liverpool Lime Street will only need to handle half-length 200-metre long classic compatible High Speed Two trains, Liverpool Lime Street station is now ready for High Speed Two.

Liverpool Lime Street Station Is Now Effectively Two Five Platform Stations

This OpenRailwayMap shows the platform layout at Liverpool Lime Street station.

Note.

  1. The platforms indicated by blue dots with numbers are the ten platforms of the station.
  2. The platforms in the Northern-half of the station are numbered 1-5.
  3. The platforms in the Southern-half of the station are numbered 6-10.
  4. All platforms; 1-10 are electrified.
  5. The white line running diagonally across the map, shows the route of the loop of the Wirral Line.

Click the map to show it to a larger scale.

These are some of my pictures of the station.

It is without doubt, one of the best stations aesthetically and operationally in the world.

April 24, 2026 Posted by | Design, Transport/Travel | , , , , , | 1 Comment

Magna Tram Stop – 23rd April 2026

I went to the new Magna tram stop on the Sheffield tram-train today and took these pictures.

 

The tram stop structure looks like two identical lift towers with a staircase, that have been lifted in onto foundations, that are opposite each other.

  • The two structures appear to be made almost entirely of steel, which is surely appropriate for the Sheffield and Rotherham area.
  • The lifts are typical quality lifts from Stannah.
  • After installation the staircases point in opposite directions.
  • Were the three components of the bridge just lifted into place and then wired up and switched on?
  • A steel bridge completes the tram stop.
  • The design of the bridge keeps the travellers well away from the electrification.
  • The bridge steelwork was constructed locally at Barnsley.

I believe, this tram stop was designed for ease of installation and the lowest possible cost consistent with high quality.

I wouldn’t be surprised that this tram stop bridge has been designed so it can be replicated in different sizes at different locations.

I have some further thoughts.

Can This Design Be Adapted For Other Applications, Locations And Sizes?

I believe it can and this bridge could be the first of many.

Can This Design Be Assembled Around A Working Railway With A Few Short Possessions?

I believe it can, which would be a good cost and time saving in assembly!

I also believe, that as at Magna, it could be assembled around a working electrified railway.

There is a lot to like about this tram-stop design.

Are Sheffield Planning Any Expansion Of The Trams?

Out of curiosity, I had to ask Google AI, the title of this section.

I received this answer.

Yes, Sheffield is actively planning to expand its tram network as part of a major public transport regeneration project aiming for better connectivity and reduced congestion. Key proposals include extending the tram-train network to Doncaster and Barnsley, a new route to Stocksbridge, a connection to Chesterfield via Barrow Hill, and a new stop at the Magna Science Adventure Centre.

Key details of the expansion plans include:

Network Expansion Plans: The South Yorkshire Mayoral Combined Authority (SYMCA) is evaluating several extensions, including a potential route connecting the Royal Hallamshire Hospital and the southern city centre.

Tram-Train Focus: Future expansion heavily features tram-trains, which can use existing rail lines, such as the 9-mile link to Stocksbridge.

Doncaster and Barnsley Routes: Proposed extensions involve utilizing existing rail lines for faster connections to Doncaster and a new line to Barnsley.

Infrastructure Investment: The government has announced £570 million for upgrading the existing Supertram network, including improving capacity at Sheffield Train Station.

Timeline: While studies and developments are ongoing, significant work is expected to pick up speed toward 2030, integrated with Northern Powerhouse Rail developments.

Could we see more innovative bridges?

 

April 23, 2026 Posted by | Artificial Intelligence, Design, Transport/Travel | , , , , , , , , , , , , , , , , | Leave a comment

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