Hopes Railway Station In Picturesque Village Could Become ‘Gateway’ To Northumberland Coast
The title of this post, is the same as that of this article on the Chronicle Live.
This is the sub-heading.
A rail company boss said there was a “real opportunity” for the station to have a bigger role
These three paragraphs add more details.
A key railway boss has provided hope that one of Northumberland’s quietest railway stations could finally see more trains pulling in. Chathill Station on the East Coast Mainline is close to two of the county’s most popular tourist destinations in Seahouses and Bamburgh.
Despite the excellent location it is one of the county’s least-used stations. Just 1,580 passengers were recorded between April 2024 and March 2025 – although this was up 25% on the previous 12 months.
Locals have been urging rail companies to make more stops in the village. Now, the boss of operator First Rail Open Access, which runs Lumo services, has visited the station and claimed there is a “real opportunity” to strengthen its role. Lumo provides services on the East Coast between King’s Cross and Edinburgh Waverly, passing through Chathill.
It seems that Lumo must think it is worthwhile stopping at Chathill.
Chathill: The Station That The Nation Forgot
This feature has the same title as this section.
It is well worth a read and gives a good background to the history of Chathill station and the other stations on the East Coast Main Line, and the former branch to Seahouses.
Could Modern Digital Signalling Be The Key For Lumo?
Lumo runs between London Kings Cross and Edinburgh Waverley and Glasgow Queen Street six time per day, calling at Stevenage, Newcastle, Morpeth, Edinburgh Waverley, Haymarket and Falkirk High.
Note.
- Stevenage calls only pick up Northbound and put down Southbound, so have Lumo developed procedures to get passengers on and off the train, as fast as possible?
- The East Coast Main Line is also under control of full digital signalling at Stevenage, so is that used to expedite the stop?
- Going North the trains seem to have a time where they leave Stevenage like 0606 and in reality they might arrive at 0604 and leave at 0606. So do they go as fast as traffic will allow between Kings Cross and Stevenage, using the digital signalling and the Mark 1 eyeball to keep tabs on the train in front?
- Going South a similar procedure seems to be used.
A typical stop at Stevenage seems to take between one and two minutes.
I have just checked Morpeth and all Lumo services seem to stop at Morpeth and they seem to take between one and two minutes.
It looks to me, as a Graduate Control Engineer, that full digital signalling on the East Coast Main Line might allow a couple extra stops to be added to Lumo’s timetable.
Will East Coast Main Line Digital Signalling Allow 140 mph Running?
I asked Google AI the question in the title of this section and received this reply.
Yes, the digital signalling being installed via the East Coast Digital Programme is a key technical enabler for future 140 mph (225 km/h) operation on parts of the East Coast Main Line.
This will surely, allow trains to pick up enough time on 140 mph sections of the line, to give enough time for the extra stops.
How Much Time Will 140 mph Running Save?
A quick calculation shows that if a train ran at 140 mph instead of 125 mph for a hundred miles, there would be approximate five minutes saved.
I suspect this would allow two extra stops.
Could An Extra Stop Be Made At Reston?
This OpenRailwayMap shows Chathill and South-East Scotland.
Note.
- The orange track going up the coast is the East Coast Main Line between London Kings Cross and Edinburgh.
- Chathill station is marked by the blue arrow in the South-East corner of the map on the East Coast Main Line.
- The East Coast Main Line crosses the Firth of Forth on the Forth Bridge to the West of Edinburgh.
- The yellow track coming down from the Edinburgh area is the Borders Railway to Galashiels and Tweedbank.
- Two former railways lead between Tweedbank and Berwick-upon-Tweed and Reston stations on the East Coast Main Line.
- Important stations, that are North of Chathill, are Berwick-upon-Tweed, Reston, Dunbar and East Linton.
- Berwick-on-Tweed and Dunbar are well-served by LNER, with Reston getting one train per day.
I could see Lumo stopping at Reston, just as they share business at Morpeth with LNER.
Are There Any Plans To Connect The Borders Railway To Berwick-On-Tweed?
Looking at the map, I just had to ask Google AI the question in the title of this section.
I received this reply.
Official feasibility and business case studies are instead focused on extending the current Tweedbank terminus south toward Hawick and Carlisle along the old Waverley Route.
Grassroots Proposals
Tweed Valley Campaign: A volunteer group called the Tweed Valley Railway Campaign has lobbied to restore a link running east from St Boswells toward Berwick-upon-Tweed.
Local Benefits: Proponents argue an east-west connection would link the Borders directly to the East Coast Main Line, helping tourism and commuters.
Official Status: Despite local campaigns, transport authorities and councils have not adopted the Berwick route as part of official funded transport strategies.
Official Extension Plans
Carlisle Route: Government backing and funding are directed toward an extension study heading toward Hawick and Carlisle.
Timeline: Consultants are advancing a strategic business case for the Carlisle alignment, expected to report by late 2027.
I wonder if there might be a simpler interim plan.
Consider.
- Galashiels has a vert smart rail and bus interchange.
- Google AI says that Galashiels interchange can handle coaches.
- Wrightbus are launching hydrogen coaches in the next year or so.
- Hydrogen coaches will be powerful and silent.
- Hydrogen coaches will have a working range of 1,000 km.
I could see that hydrogen coaches running from Galashiels to Carlisle and Berwick-on-Tweed could be a winner.
Could There Be Better Transport Connections Between Leeds/Bradford and Glasgow/Edinburgh?
I shall start this post with eleven questions, that I will ask Google AI.
How Many People Live In the Greater Leeds/Bradford Area?
I received this answer from Google AI.
The greater Leeds-Bradford urban and larger urban zone has an estimated population of about 1.65 million to 2.4 million people. The core combined Leeds-Bradford continuous built-up area holds roughly 1.66 million people, while the wider Leeds City Region and Larger Urban Zone reaches approximately 2.4 million.
How Many People Live In the Greater Glasgow Area?
I received this answer from Google AI.
The Greater Glasgow urban area has an estimated population of over 1 million people. Depending on how the boundaries are drawn, the wider NHS health board region contains about 1.2 million, and the broader Glasgow City Region counts roughly 1.8 million residents.
How Many People Live In the Greater Edinburgh Area?
I received this answer from Google AI.
The greater Edinburgh metropolitan or wider city region has an estimated population of approximately 912,000 to 1.35 million, depending on the regional boundary used. The City of Edinburgh council area itself holds 531,370 residents.
How Many Sheduled Air Services Are There Between Leeds/Bradford and Glasgow Airports?
I received this answer from Google AI.
There are currently zero direct, scheduled non-stop air services operating between Leeds Bradford Airport (LBA) and Glasgow Airport (GLA).
How Many Scheduled Air Services Are There Between Leeds/Bradford and Edinburgh Airports?
I received this answer from Google AI.
There are currently zero direct, scheduled non-stop air services operating between Leeds Bradford Airport (LBA) and Edinburgh Airport (EDI).
How Many Scheduled Direct Rail Services Are There Between Leeds or Bradford and Glasgow?
I received this answer from Google AI.
There is typically only 1 scheduled direct train service per day in each direction between Leeds and Glasgow (operated via CrossCountry), and n0 direct scheduled services between Bradford and Glasgow.
How Many Sheduled Direct Rail Services Are There Between Leeds or Bradford and Edinburgh?
I received this answer from Google AI.
There are typically only 1 to 2 scheduled direct train services per day running from Leeds to Edinburgh (usually operated by CrossCountry or via select extensions), taking roughly 3 hours. Bradford has zero regular scheduled direct rail services to Edinburgh; journeys from Bradford require at least one change (commonly transferring at Leeds).
How Long Does It Take To Drive Between Leeds And Glasgow?
I received this answer from Google AI.
Driving between Leeds and Glasgow takes about 3 hours and 50 minutes to 4 hours and 15 minutes under normal conditions, covering a distance of roughly 210 to 222 miles via the A1(M) and M74.
How Long Does It Take To Drive Between Leeds And Edinburgh?
I received this answer from Google AI.
Driving between Bradford and Glasgow takes about 3.5 to 4 hours under normal conditions. The total distance is roughly 200 miles (322 km), mostly following the A1(M) or M6 motorways depending on your chosen route.
How Long Does It Take To Drive Between Bradford And Glasgow?
I received this answer from Google AI.
Driving between Leeds and Glasgow takes about 3 hours and 50 minutes to 4 hours and 15 minutes under normal conditions, covering a distance of roughly 210 to 222 miles via the A1(M) and M74.
How Long Does It Take To Drive Between Bradford And Edinburgh?
I received this answer from Google AI.
Driving between Bradford and Edinburgh takes about 4 hours to 4.5 hours under normal traffic conditions. The total driving distance is roughly 196 to 202 miles, primarily heading north via the A1(M) or M1 and A69/M74 routes.
But I do think that Northern England and Scotland could be getting closer together in the next few years.
Consider.
- LNER stopped running between King’s Cross and Glasgow a couple of years ago.
- No airlines fly between Leeds/Bradford and Glasgow or Edinburgh Airports.
- TransPennine Express run direct rail services between both Liverpool and Manchester, and Glasgow.
- There are only occasional direct rail services between Leeds or Bradford, and Glasgow or Edinburgh.
- Driving is not an easy or quick option.
- Lumo run a few limited rail services between Glasgow and Stirling, and London.
There is a big gap in rail and air services between the 1.5 million people in Leeds/Bradford and nearly 2 million in Central Scotland.
But.
- Between Bradford and Carlisle is the Settle and Carlisle Line.
- The Settle and Carlisle is one of the most scenic lines in Europe, if not the world.
- The Settle and Carlisle is not electrified.
- Until 1974, it was used by the Thames-Clyde Express between London St. Pancras and Glasgow.
- Avanti have used the route for engineering diversions, using their new five-car Class 805 trains in pairs.
- Bradford Forster Square station has been updated so that ten-car trains on the route can call at both Leeds and Bradford Forster Square stations
- I believe that in a couple of years, LNER will have CAF tri-mode trains and Hitachi battery-electric trains, that will be able to bridge the gap in the electrification between Skipton and Carlisle.
Selected Kings Cross and Bradford Forster Square services could be extended to Skipton, Settle, Carlisle, Dumfries, Kilmarnock and Glasgow.
There will be three major benefits.
- Several towns and cities will gain a London service.
- The extra services will help to take on the airlines between London and Glasgow.
- Leeds and Bradford will be connected to Glasgow.
No major infrastructure would need to be created.
I have other thoughts.
Can Ten-Car Trains Use The Settle And Carlisle?
This article on the BBC is entitled Rail Operator Crosses Picturesque Line.
There is a picture in the article of two Avanti five-car Class 805 trains crossing the Ribblehead Viaduct on the Settle and Carlisle Line.
If they can do it, I suspect that a new 10-car CAF Class 897 train can also run on the line.
Could High-Class Food Be Served Between London And Glasgow?
Google AI gives this history of Pullman Dining on current GWR services.
Great Western Railway (GWR) has been running Pullman Dining on its Intercity Express Trains (Class 800 and sister Class 802 units) for about seven years, since the new Hitachi-built fleets rolled out fine-dining menus around 2017 to 2018 to replace the legacy High Speed Train (HST) sets.
In On The 10:45 From Paddington, I describe one of the best simple meals I’ve ever had.
I’m sure there are a few Scottish chefs, who could create a Scottish-themed menu for services to Scotland via the Settle and Carlisle.
Passengers Would Have A Choice Between London And Glasgow
These would be the options.
- Fast – Ryanair and lose a lot of brownie points.
- All-Electric Semi-Fast – Avanti or Lumo.
- Slower, but enjoying the scenery and why not a meal – LNER via Settle and Carlisle.
Five trains per day each way would add 3,000 seats per day, which would be around 15 of Ryanair’s 737s per day.
Will Leeds/Bradford Airport Have A Glasgow Or Edinburgh Flight Some Time Soon?
Consider.
- Between Leeds-Bradford and Glasgow airports is 177.4 miles.
- Between Leeds-Bradford and Edinburgh airports is 159.5 miles.
- The all-electric Eviation Alice has a range of 250 miles with 10 passengers.
- The all-electric Heart Aviation ES-30 has a range of 220 miles with 30 passengers.
Google AI gives this view on when the Heart Aviation ES-30 will enter service.
The Heart Aerospace ES-30 hybrid-electric airplane is scheduled to enter commercial service in 2028, though some industry analysis and program updates suggest development adjustments could stretch the timeline closer to 2029 or 2031.
The Eviation Alice doesn’t give a date at present.
Given the option, I suspect some travellers would prefer to fly.
Do LNER Have Some Cunning Plans For The Serenzas?
Along with some others, I was surprised, when LNER ordered a fleet of new trains in 2023, to run alongside the Azumas, that it wasn’t some more Azumas.
I wrote about the order in First Tri-Mode Long Distance Trains For The East Coast Main Line.
Why Didn’t LNER Just Order More Azumas?
I asked Google AI, the question in the title of this section and received this reply.
When London North Eastern Railway (LNER) needed additional trains for the East Coast Main Line, they chose to order 10 new “tri-mode” (electric, diesel, and battery) trains from Spanish manufacturer CAF in November 2023 rather than buying more Hitachi Azumas.
Why LNER Didn’t Order More Azumas?
Desire for New Technology: LNER wanted cutting-edge “tri-mode” capability—incorporating battery technology alongside electric and diesel power—to reduce carbon emissions and future-proof the fleet. Hitachi’s corresponding tri-mode platform was centered in Italy, making CAF a more ready and accessible option with an established UK manufacturing platform in Newport, Wales.
Procurement and Pricing: Industry discussions and reports noted varying challenges with Hitachi regarding pricing and availability for small add-on batches, prompting a competitive procurement process where CAF ultimately won the contract to replace remaining older InterCity 225 sets.
Operational Resilience: The new CAF battery-hybrid trains provide unique operational flexibility for diversions on un-electrified routes (such as the Joint Line) that standard electric Azumas cannot traverse under their own power without external help.
These are my current thoughts on LNER’s plans for the Serenzas.
Will The Serenzas Run To Harrogate?
As the seven trains per day to Harrogate use diesel between Leeds and Harrogate, I suspect the new trains will take over Harrogate services and run silently on batteries North of Leeds, which is less than 40 miles out and back.
How will the lack of noise affect ridership? London Kings Cross and Harrogate will be an interesting test case, as it looks like from the in service date of the trains of 2028, that they could be one of the first battery-electric train services, run over a distance of over two hundred miles.
So it will be an interesting test route in several ways for the new Serenzas.
Could The Serenzas Go Further Than Harrogate?
This OpenRailwayMap shows the electrification in Yorkshire between Bradford, Harrogate, Leeds and York.
Note.
- Electrified lines are shown in red.
- Unelectrified lines are shown in black.
- Lines in the process of being electrified are shown in dotted red and black.
- The City of Bradford is in the South-West corner of the map.
- The electrification entering the city from the North goes to Bradford Forster Square station, where LNER services from London terminate.
- On the opposite side of the city centre is Bradford Interchange station, where Grand Central services from London terminate.
- North of Bradford is the electrified triangular junction at Shipley station
- Trains go West from Shipley junction to Skipton, where the electrification ends and the iconic Settle and Carlisle line to Carlisle and eventually Glasgow.
- Trains go North from Shipley junction on an electrified line to Ilkley station.
- Trains go East from Shipley junction on an electrified line to Leeds station.
- From the Leeds area an unelectrified line leads to the North and Harrogate station, which is marked by a blue arrow.
- The City of York is in the North-East corner of the map.
- A partially-electrified line leads from Leeds to York.
- The Leeds and York line is being fully-electrified so that electric trains can reach Neville Hill depot in Leeds.
- Harrogate and York are connected by an unelectrified line, that goes via Knaresborough.
Between Bradford, Harrogate, Leeds and York, there are a coomprehensive layout of lines many oy of which are electrified.
Could The Serenzas Go On From Harrogate To York?
Consider.
- Leeds and York is only 38.8 miles via Harrogate, so I suspect that this is possible using battery power.
- Harrogate has seven trains per day (tpd) from London Kings Cross via Leeds, at a frequency of one train per two hours (tp2h).
- York has six tpd from London Kings Cross, at a frequency of one tp2h.
Could LNER be thinking of a train, that does a Grand Tour of Yorkshire from London Kings Cross?
- It could call at Stevenage, Newark Northgate, Doncaster, Wakefield Westgate, Leeds, Horsforth, Harrogate, Knaresborough, York, Doncaster, Retford and Peterborough.
- It is the sort of concept, that is made possible by using a tri-mode train, that can go anywhere, there’s a railway.
- Was an idea like this, thought up by CAF to sell trains?
It is certainly possible.
Could The Serenzas Go On From Bradford Forster Square To Glasgow?
Consider.
- Until 1974, there used to be a Thames-Clyde Express, which has this Wikipedia entry.
- The route was between London St. Pancras and Glasgow Central.
- Intermediate stops were Luton, Kettering, Leicester, Nottingham, Derby, Chesterfield, Sheffield, Wakefield, Leeds, Skipton, Settle, Carlisle, Dumfries and Kilmarnock.
- LNER gave up serving Glasgow in 2024.
- Currently, Leeds and Bradford have no direct train service to Glasgow.
- The Settle and Carlisle route is one of the most scenic railway lines in Europe, if not the world.
- Do any airlines fly Leeds/Bradford and Glasgow? No according to Google AI!
Remember, that the Rail Minister; Lord Hendy, is an Economic Geography graduate of Leeds University, so he must know something about Yorkshire and its people.
I believe a modern-day Thames-Clyde Express could be run, by extending a number of LNER’s London and Bradford Forster Square services.
- The route would be between London Kings Cross and Glasgow Central.
- Intermediate stops would be Stevenage, Newark Northgate, Doncaster, Wakefield Westgate, Leeds, Shipley, Bradford Forster Square, Skipton, Settle, Carlisle, Dumfries and Kilmarnock.
- The route is now substantially electrified.
- It would take on the airlines on the London and Glasgow route.
- Class 805 bi-mode trains have used the Settle and Carlisle.
This could become one of the great railway journeys of Europe.
A Quick Visit To Okehampton Interchange Station – 4th August 2026
Today, I went to the new Okehampton Interchange station and took these pictures, between Exeter St. Davids and the new station.
Note.
- Exeter St. Davids station has some interesting artwork and some less than ideal stairs.
- Have you ever seen accident hotspot signs in a station before? I haven’t!
- Crediton station is shared with trains to Barnstaple.
- The bridge at Okehampton Interchange is an unusual cost-saving design, that only uses one lift.
- The car park is generous with 200 spaces.
- All-day parking is available for £2.
- There is storage for cycles.
- There is a defibrillator on the platform.
- The platform is 100 metres long.
- I suspect that with selective door opening a five-car Class 800 or 802 train could use the station.
- The Class 158 train was in excellent condition and was rattling along at a good speed without too much fuss.
I caught the same Class 158 train back to Exeter St. David’s on its return from Okehampton station.
I have some further thoughts.
Buses From Okehampton Interchange Station
Google AI gave me this information.
Bus services connecting directly to the newly opened Okehampton Interchange station include local and regional routes linking to Tavistock, Bude, Exeter, and Launceston.
Active Bus Routes
Service 6: Runs between Bude, Holsworthy, and Okehampton (Stagecoach South West).
Service 66: Connects Okehampton, Cheriton Bishop, and Exeter (Dartline / Stagecoach).
Service 118: Links Tavistock, Brentor, and Bridestowe to the new Interchange station instead of the older town station (Stagecoach).
Service 306: Connects Launceston and Okehampton via Lifton and Lewdown (Go Cornwall Bus).
Okehampton Interchange station appears not to be for just trains only.
The Location Of Okehampton Interchange Station
This Google Map shows the location of Okehampton Interchange station.
Note.
- This map was created before the station opened.
- Okehampton Interchange station is towards the North-West corner of the map and is indicated by three red dots and
- The distinctive roundabout by the station, that is shown in the pictures, can clearly be seen.
- The station is to the East of the town.
- Running across the bottom half of the map is the Okehampton by-pass.
- The B 3260 appears to connect the town and Okehampton Interchange station to the Okehampton by-pass in the South-East corner of the map, at a comprehensive interchange.
This opening paragraph from the Wikipedia entry for the route, gives a brief description of the road.
The A30 is a major road in England, running 284 miles (457 km) WSW from London to Land’s End.
These towns and cities are served.
- Heathrow Airport
- Staines-upon-Thames
- Basingstoke
- Salisbury
- Shaftesbury
- Yeovil
- Honiton
- Exeter
- Okehampton
- Launceston
- Bodmin
- Newquay
- Truro
- Redruth
- Penzance
Note.
- A good proportion of the route is dual-carriageway.
- It is dual-carriageway between Exeter and Cambourne.
- I suspect some people in North Cornwall may find it more convenient to drive to Okehampton Interchange station for access to trains.
- I wouldn’t be surprised to see some of the new generation of mouse-quiet hydrogen coaches connecting Okehampton Interchange station and the far South-West.
I believe that the usage of the station will exceed the predictions, by a large margin.
Could Okehampton Interchange Station Have Trains To And From London?
This OpenRailwayMap show how the various lines connect at Exeter St. David’s station.
Note.
- Exeter St. David’s station is indicated by the blue arrow.
- The yellow track going North-West leads to the Tarka Line for Barnstaple station and the Dartmoor Line to the Okehampton stations.
- The orange track going North-East is the Great Western Main Line to Taunton, Swindon, Reading and London Paddington.
- The orange track going East is the West of England Main Line to Salisbury, Basingstoke and London Waterloo.
- The yellow track going South-East is the Avocet Line to Exmouth station.
- The orange track going South is the South Devon Main Line to Dawlish, Newton Abbot, Plymouth and ultimately to Penzance.
To access the Dartmoor Line and Okehampton Parkway station.
- Trains from the Great Western Main Line would need to reverse in Exeter St. David’s station.
- Trains from the West of England Main Line would go straight through Exeter St. David’s station.
Note.
- Currently, some trains go between the Tarka Line and Exmouth, by going straight through Exeter St. David’s station.
- I said earlier in this post, that trains serving Okehampton Parkway station would need to be short or use selective door opening.
- South Western Railway have an hourly service between Exeter St. David’s and London Waterloo, that starts from Exeter St. David’s station and could be occasionally extended to Okehampton Parkway station.
- Great Western Railway have a two-hourly service between Exeter St. David’s and London Waterloo, that starts from Exeter St. David’s station and could be occasionally extended to Okehampton Parkway station.
I believe it would be possible to run occasional services between London and Okehampton Parkway station.
Is The Testing Of All Babies In Italy For Coeliac Disease And Type 1 Diabetes Having Any Effects?
I asked Google AI, the question in the title of this post and received this reply.
Italy’s law (Law 130/2023) targets children aged 1 to 17 rather than newborns. Pilot screening programs (like D1Ce Screen) show major positive effects: they successfully catch hidden cases early—finding coeliac antibodies in nearly 3% of children and type 1 diabetes markers in 0.8%—which dramatically cuts down dangerous emergency complications like severe diabetic ketoacidosis at diagnosis.
Key Findings and Effects
Early Detection: Finds silent or pre-symptomatic cases that standard symptom-based testing misses.
Reduced Complications: Lowers severe diabetic ketoacidosis rates by up to 50% when type 1 diabetes is caught early.
High Prevalence Insights: Pilot data show coeliac markers reach nearly 2.8–2.9% in children, higher than previous global estimates.
Healthcare Feasibility: Proves that capillary blood collection through primary care pediatricians is organized and practical on a national scale.
The testing appears to be successful in Italy.
Okehampton Interchange Station Opens
Okehampton Interchange station was officially opened yesterday.
This OpenRailwayMap shows the station.
Note.
- Okehampton is to the West.
- There is a single 100 metre long platform on the North side of the single-track Dartmoor Line.
- I suspect, that by using selective door opening, a five-car Class 800/1/2 train could serve the station.
- There is a bridge with lifts between the platform and the car-park.
- It appears there is a drop-off point on the North side of the station.
I have a few thoughts on the design.
Could A Second Track And Platform Be Added?
It would obviously depend on passenger numbers and how they used the station, but it does look as if the station has left space for a second track and platform.
The lifts, that would be needed to cross the tracks have already been installed.
It looks like the station has been designed with this possibility in mind.
Will Any Local Buses Serve Okehampton Interchange Station?
I asked Google AI, the question in the title of this section and received this reply.
New timetables are due 30th August 2026.
118 Tavistock to Okehampton service will be the only bus to connect to the new station, all the other buses currently serving the old station will continue to do so.
That seems to be sensible.
Could Okehampton Interchange Station Be Used As The Eastern End Of An Alternative Route To Cornwall?
This paragraph has been taken from the Wikipedia entry for Dawlish station.
After a major storm in 2014 washed out the track bed and made an 80-metre (260 ft) breach in the sea wall north of the station, plans were developed to reinforce and replace the sea wall around the station area. This work, which was expected to cost £80 million, started in 2020[10] and was largely completed in late summer 2022. During this time, the sea wall walkway was raised to platform level and both platforms were resurfaced. The platform lighting was also improved. An accessible footbridge, built to replace the previous at-grade crossing for passengers who can’t use stairs, opened on 15 March 2024.
The seas along the coast can be ferocious and it would be unwise to say that another major storm will never wash the railway away again.
An in any case, the line to Cornwall will be occasionally closed for engineering works.
But given, that Okehampton Interchange, Launceston and Bodmin Parkway stations are all handy for the a30 road, which is a fast dual carriageway.
I believe that between Okehampton Interchange and Bodmin Parkway stations would be an ideal route for one of the new 10000 km. range hydrogen-powered coaches, that are being developed by Wrightbus and Mercedes among thers.
On The Bonnie, Bonnie Banks o’ Loch Lomon’
I couldn’t resist using the first line of one of the most famous Scottish traditional songs, as the title of this post.
But a very significant power station project, is to be undertaken in the area.
These are the opening few sentences of the Wikipedia entry for the Loch Sloy Hydro-Electric Scheme.
The Loch Sloy Hydro-Electric Scheme is a hydro-electric facility situated between Loch Sloy and Inveruglas on the west bank of Loch Lomond in Scotland. It is also within the Arrochar Alps. The site was originally suggested as the location of a huge pumped-storage scheme in 1936 by Edward MacColl, but this was rejected as being uneconomic. After the North of Scotland Hydro-Electric Board was created in 1943, it became the first of their proposed schemes.
This Google Map shows Loch Lomond and Loch Sloy.
Note.
- Loch Sloy is in the North-West corner of the map.
- Loch Lomond is on the Eastern side of the map.
- The red arrow indicates the main buildings of the LochSloy Hydro-Electric Power Station.
- Loch Sloy is eight-hundred feet above Loch Lomond.
- The total generating capacity of the power station is 152.5 MW.
The facility is operated by Scottish and Southern Energy, and is normally in standby mode, ready to generate electricity to meet sudden peaks in demand. It can reach full capacity within 5 minutes from a standing start.
This second Google Map shows the power station to a larger scale.
Note.
- Loch Sloy is to the North-West of the North-West corner of the map.
- Loch Lomond is on the Eastern side of the map.
- The red arrow indicates the main buildings of the Loch Sloy Hydro-Electric Power Station.
- The four pipes carry water from Loch Sloy to the actual power station.
- The single-track West Highland Line crosses over the four pipes at their South-Eastern end.
The design of Loch Sloy Hydro-Electric Power Station is typical of many hydro-electric stations all over the world.
This third map is an OpenRailwayMap of the area.
Note.
- Loch Sloy is on the Western side of the map.
- Loch Lomond is on the Eastern side of the map.
- The yellow track is the single-track West Highland Line between Glasgow and Mallaig via Fort William
- The blue arrow indicates Ardlui station.
The railway goes close to the power station.
A Platinum Celebration for Sloy Power Station!
The title of this section is the same as this must-read web page on the SSE web site, which dates from 2020.
Sloy Power Station Development Plans
This second must read web page on the SSE web site is entitled Sloy Power Station.
This is the sub-heading.
We’re Proposing To Convert Our Iconic 1950s Hydro Station To Pumped Storage Hydro
This is the introduction to the development.
In April 2025, we submitted a planning application to the Scottish Government to convert the iconic Sloy Power Station into a pumped storage hydro scheme.
Our proposals would bolster energy security and help provide the large-scale and flexible renewable energy back-up needed in a future UK net zero power system, helping meet the UK Government’s ambition of Clean Power by 2030.
If approved for delivery, the converted Sloy scheme would be capable of delivering up to 16GWh of long-duration electricity storage capacity.
It could provide firm, flexible renewable energy for up to 100 hours non-stop.
It appears that the upgraded power station will effectively become a 160 MW/16 GWh long duration energy store.
Currently, the UK’s largest pumped storage power station is the 1727 MW/9.1 GWh Electric Mountain in North Wales.
The updated Sloy power station will have less output, but more storage capacity, than Electric Mountain.
Should There Be A Railway Station At Loch Sloy Power Station?
Google AI gives this answer in reply to “Loch Sloy Railway Station”.
There was never a permanent public railway station called Loch Sloy, but temporary private platforms like Inveruglas railway station and Faslane Platform railway station served the area. These stops were built in 1945 by the London and North Eastern Railway (LNER) to haul materials and workers—including prisoners of war—for the construction of the Loch Sloy Hydro-Electric Scheme.
Note.
- Surely, similar reasons to those in 1945 could apply to the development of the power station. Materials and workers could be brought in by rail.
- Given, the power station’s historic significance, I believe that it could become a tourist attraction and/or education centre.It could be a stop for the Caledonian Sleeper.
I believe that as time passes, the power station’s historic significance will increase.
Are There Any Other Hydro Power Stations, That Can Be Upgraded To Pumped Storage Hydro?
Google AI can’t find anything at present.
UK’s Largest Onshore Wind Farm To Be Rebuilt With Fewer, Larger Turbines
The title of this post is the same as that of this article on the BBC.
This is the sub-heading.
One of Europe’s biggest onshore wind farms is to be flattened and rebuilt with fewer, taller turbines, its owner has announced.
These three paragraphs add more detail to the story.
Whitelee Windfarm has been producing electricity for about 20 years on a stretch of moorland near Eaglesham, south of Glasgow, but is reaching the end of its life.
Scottish Power Renewables says the existing 215 turbines will be replaced in three phases with around 124, each of which will be about 110m (361ft) taller.
The £1.5 billion “repowering” project will take 10 years to complete and will double the electricity output from 539 megawatts to 1 gigawatt, which is enough to power about 650,000 homes.
I asked Google AI,”Will there be any objectors to the repowering of Whitelee Wind Farm” and received this reply.
While there are no formal objectors on record yet, opposition to the repowering of Whitelee Wind Farm is highly anticipated. The developer, ScottishPower Renewables, officially filed their proposal with the Scottish Government in July 2026, but the formal planning application is not expected to be submitted until December 2027.
Anticipated objectors and their concerns typically include:
Campaign Groups & Environmentalists: Organisations like Scotland Against Spin generally challenge large-scale onshore wind projects over landscape dominance, ecological impacts, and the sheer scale of the new turbines.
Visual and Height Concerns: The repowering plan proposes replacing the existing 215 turbines with roughly 124 much larger machines. Each new turbine will stand roughly 110m taller than the current ones, which is expected to draw objections from those concerned about the visual alteration of the moorland.
Aviation and Radar Issues: Taller turbines and longer blades frequently raise fresh concerns and potential clearance objections from civil aviation and military radar stakeholders.
The BBC article finishes with this paragraph.
The work at Whitelee is expected to generate about £330m for the Scottish economy.
How many Scottish jobs will a third of a billion pounds sustain?
Welsh Manufacturing Boost As Sizewell C Awards Contract To Boccard UK
The title of this post, is the same as that of this news item from Sizewell C.
These two bullet-points act as sub-headings.
- Boccard UK will deliver Pools, Tanks, and Sumps (PTS) scope elements for Sizewell C
- Tanks will be manufactured at fully-digitised Deeside facility in North Wales, which supports over 200 jobs
These two paragraphs add some more details.
Sizewell C has awarded a major contract to Boccard UK to deliver its critical Pools, Tanks, and Sumps (PTS) scope elements – with manufacturing to take place in its Deeside facility in North Wales.
Over the four-year programme, Boccard UK will be responsible for the fabrication and pre-assembly of high-integrity stainless steel tanks. These components will be embedded within key reinforced concrete structures across Sizewell C’s Nuclear Island and will play an essential role in the power station’s long-term operation.
Note.
- Boccard UK is a subsidiary of long-established family-owned Boccard.
- Bruno Boccard and Patrick Boccard serve as the Chief Executive Officers (CEOs).
- Where will the stainless steel come from?
- Will finished products be delivered to Sizewell C by rail?
This Google Map shows Deesside Industrial Park.
Note.
- The Boccard UK site is indicated by the red arrow.
- The Borderlands Line between Liverpool and Wrexham runs more or less North-South across the middle of the map.
- There is certainly a lot of solar power in the area.
- Deesside Parkway station will be built where Weighbridge Road crosses the railway.
- The station will be ideally placed for Sustrans Cycle Route 568, which goes from the Wirral to Chester via Hawarden Bridge.
I have added Deesside Parkway station to my list of stations to visit, when hopefully it opens at the end of 2027.
Does Deeside Industrial Park Have a Rail Freight Connection?
I asked Google AI, the question in the title of this section and received this answer.
Deeside Industrial Park does not have a general-use rail freight terminal. While parts of the adjacent Borderlands Line are used by industrial rail traffic—such as the Dee Marsh Reception Sidings and the Tata Steel site at Shotton—general businesses primarily rely on road freight. For broader rail freight connections, companies typically use facilities at the Port of Liverpool or the Euro Freight Line terminal in Crewe.
Despite that answer, if one of the tenants of the Deeside Industrial Park wanted a rail connection, I’m sure it could be arranged.
This Google Map shows the Dee Marsh Sidings and the adjacent businesses.
Note.
- The Borderlands Line between Liverpool and Wrexham runs more or less North-South across the middle of the map.
- Hawarden Bridge and Hawarden Bridge Station are in the South-West corner of the map.
- The Dee Marsh sidings are tucked inside the bend of the Borderlands Line.
- Rail lines seem to fan out to all corners of the Shotton steel works.
- The Boccard UK site is in the North-East corner of the map. Their site is the middle one of the five lined up on Weighbridge Road.
- Toyota’s engine plant fills in much of the space to the North-East of Dee Marsh Sidings.
I believe that if one of the tenants of the Deeside Industrial Park wanted a rail connection, I’m sure it could be designed and built.
Will Andy Burnham Take The Highview Road To Lower Energy Bills?
Has Andy Burnham Ever Said He’d Like Energy Bills To Come Down?
I asked Google AI, the question in the title of this section of this post, and received this reply.
Yes, Andy Burnham has explicitly stated he wants to bring energy bills down, making it a central priority upon becoming UK Prime Minister in July 2026. He has pledged to give voters “breathing room” on the cost of living and is considering radical market overhauls to reduce household costs.
But has he looked at radical engineering solutions, that would also help to push energy bills down.
This morning, I wrote Molten Salt And Human Sweat: The Weird Batteries That Could Store Renewable Energy, which is based on a must-read article in today’s Guardian.
The Guardian article shows Andy Burnham with Highview Power’s engineers and managers at the ground breaking ceremony of Highview Power’s 50MW/300 MWh liquid-air grid battery at Carrington in Andy Burham’s feifdom of Greater Manchester, where he was mayor for nine years.
In Andy Burnham and Highview Power, I asked Google AI about their relationship and Andy Burnham came over as an enthusiastic supporter of Highview Power.
In UK Wind Risks ‘Exponentially Rising’ Curtailment Without Energy Storage, I discuss using Highview’s batteries to avoid shutting wind turbines down, when we have too much electricity.
I believe that if Andy Burnham, were to experdite up to 20 of Highview’s largest 300 MW/3.2 GWh batteries around the UK, this would have the right effect on energy bills.
I would hope that Andy Burnham is watching the progress of the Carrington battery closely.
