South Korea Aims To Lead The Global Market With Hydrogen Train
The title of this post, is the same as that of this article on Railly News.
These are the first two introductory paragraphs.
South Korea is taking an ambitious step with a vision of becoming a major player in the rapidly growing global hydrogen rail market. To 26,4 billion dollars The country that wants to gain a competitive advantage in this market that is expected to reach A self-developed Hydrogen Train by 2028 announced plans to introduce.
This strategic project is the national railway operator of South Korea korail will be managed by Korail, Building a two-car hydrogen train prototype by 2027 and creating the necessary legal and operational infrastructure for the dissemination of this technology. $23 million will make an investment. South Korean officials also clearly state that they aim to set international standards in the field of hydrogen-based mobility with this project.
I’ve thought for some time, that the Koreans have been serious about hydrogen-powered transport, as Hyundai keeps popping up with hydrogen transport and other ideas.
British company; Centrica owns a big share with Hyundai, Kia and others of a British start-up company from Hull, called HiiROC.
This is the HiiROC web site.
HiiROC can take any hydocarbon gas and split it into green hydrogen and carbon black.
Green hydrogen is obviously useful and the carbon black can be used for making tyres for vehicles, anodes for lithium-ion batteries and in agriculture for soil improvement.
Waste off-gas from a chemical plant can be split into green hydrogen and carbon black.
Biomethane from a sewage plant can be split into hydrogen and carbon black. Could a sewage plant on an estate be used to create biomethane for cooking and feeding to the HiiROC plant? Yes!
Could green hydrogen produced on the estate be used to drive vehicles like cars, vans and ride-on-mowers. Yes! If the manufacturer of the vehicle allows it!
How convenient would it be to have Hydrogen-at-Home?
The Korean investment in HiiROC by Hyundai and Kia clearly fits with the philosophy expressed in the second paragraph of the article of creating the hydrogen infrastructure.
I believe that at some point in the future, you will be able to buy a HiiROC device, that gives you as much hydrogen as you need to power your car, truck, bus, tram or train. The Koreans have a track record of turning ideas like this into reality.
After 104 Years UK’s Longest Train Route Is Cancelled For Ever
The title of this post, is the same as that of this article on The Times.
These three paragraphs describe the last journey.
With a muted fanfare the UK’s longest train rolled out of Aberdeen on Friday morning for its final sojourn down to Penzance, ending a service that connected both ends of the country for more than 100 years.
The 8.20am CrossCountry train took 13 hours and 20 minutes, with stops at 35 stations along the way, to cover the 774-mile route. Passengers spent more than two hours of the journey in the stations.
The service, which was launched in 1921, headed south through York, Bristol, Taunton and Truro on its way past some of the country’s finest landscapes, and arrived in Penzance at 9.31pm.
Looking at a ticket site and it appears that by using two trains from Aberdeen to King’s Cross and Paddington to Penzance you can be a few minutes faster, if you know your Underground.
This route will get quicker.
- As the East Coast Main Line rolls out its new digital signalling, this should speed up trains, by allowing some running at 140 mph instead of the current 125 mph.
- LNER will also be bringing their new tri-mode (electric/battery/diesel) trains into service, which could give some speed improvements on the diesel section North of the Forth Bridge in terms of speed and ride noise, especially as ScotRail will be partially electrifying part of this section.
- GWR should also be upgrading some of their fleet to tri-mode, which should improve speed and ride noise on the sections, where the route is not electrified.
- CrossCountry could compete, by buying new trains, but it would be a big financial risk, as the London route should get quicker, as track improvements and increased use of digital signalling speed up services from London to Aberdeen and Penzance.
CrossCountry ‘s owner; Arriva isn’t standing still, but have applied for extra Grand Central open access services on the East Coast Main Line to Scunthorpe and Cleethorpes and a new service from Newcastle to Brighton via Birmingham, which will partly fill the gap caused by the loss of the Aberdeen and Penzance service, by linking with GWR at Reading and LNER at Newcastle.
Cameron Bridge Station – 15th May 2025
I took these pictures yesterday at the new Cameron Bridge station yesterday on the Levenmouth Rail Link.
Note.
- The station has a car-park on the coming-home-from Edinburgh platform.
- There is a bridge over the River Leven, that appears to lead to new housing.
- The step-free bridge appears to be used by local residents to cross the railway.
- There appears to be a walking route for the nearby factory, which distills Scotland’s national spirit.
But as the pictures show the station has some unusual features for a small station with one train per hour (tph).
Parking
This extract from the Internet describes the parking.
A car park is available for customers with 125 spaces, including Electric Vehicle (EV) charging and blue badge spaces, as well as a drop off/pick up area and motorcycle parking.
They certainly seem to be expecting lots of commuters to Edinburgh, which is 34.5 miles away over the river.
Long Platforms
As the pictures with the three-car Class 170 train show the platforms are long.
I estimate that the platforms could take a pair of four-car Class 385 trains and almost take a nine-car Class 800 or 802 train.
Is this wishful thinking or prudent future-proofing as extending platforms can be a much more difficult exercise, than building them in the first place.
Perhaps, plans include a lot of housing, a major educational establishment, a sports stadium or some large factories to add to the distillery and long trains will be needed to serve the station.
Electrification Foundations
What surprised me, is that the station has been fitted out with the foundations for electrification gantries. There are five pairs all with four strong bolts to support the gantries over the track. This gallery shows some of the foundations.
But what also surprised me was that at no other place on the route between Edinburgh and Leven, were any electrification works visible, except where the electrification is completed between Edinburgh and Edinburgh Gateway.
I estimate that the distance between Cameron Bridge and Edinburgh Gateway is about thirty-seven miles as the train travels, which should be in range of one of ScotRail’s Hitachi Class 385 trains, that had been fitted with batteries.
- The trains would charge their batteries on the run between Edinburgh Waverley and Edinburgh Gateway stations.
- The trains would run between Edinburgh Gateway and Cameron Bridge stations on battery power. The eight intermediate stations would not have to suffer diesel trains.
- The trains would put up the pantograph at Cameron Bridge station and charge the batteries on a short length of overhead wires that will be erected there on both platforms.
- The train would run to Leven station on battery power, where it would reverse, as it does now and then return to Cameron Bridge station.
- At Cameron Bridge station, it could even pick up more charge if needed.
Note.
- The only new electrification needed would be to electrify both lines in Cameron Bridge station.
- Supposedly, Hitachi do a nice line in short lengths of electrification and all the electrical gubbins that support them.
- Because of the large distillery, Cameron Bridge is not short of electricity, with a large grid connection visible at the Edinburgh end of the station.
- No electrification will be needed over the Forth Rail Bridge, to the delight of the Heritage Taliban.
Whoever gets the contract to supply the battery-electric trains and the partial electrification, will be supplying trains that will cross one of most famous railway bridges in the world.
I also predict, that this short rail link between Edinburgh Waverley and Leven will become a tourist attraction and bring prosperity to the area.
Electrifying The Fife Circle
This OpenRailwayMap shows the whole Fife Circle Line.
Note.
- Lines shown in red are electrifield, whilst those shown in black are not and lines shown in dotted red-and-black are to be electrified.
- Cameron Bridge is marked by the blue arrow, with Leven to its East on the coast.
- The Forth Rail Bridge over the Forth of Forth is at the bottom of the map.
- To the North of the bridge, the line splits and connects to the large circular railway, which is the Fife Circle Line.
- Some trains after crossing the Forth Rail Bridge,come up the East coast via Kirkcaldy to terminate at Leven or Glenrothes with Thornton.
- Other trains from Edinburgh take the Western side of the Fife Circle via Rosyth and Cowdenbeath to Glenrothes with Thornton.
This second Open RailwayMap shows the Fife Circle Line between Cameron Bridge and Glenrothes with Thornton.
Note.
- As before, lines shown in red are electrifield, whilst those shown in black are not and lines shown in dotted red-and-black are to be electrified.
- Cameron Bridge is marked by the blue arrow, with Leven to its East on the coast.
- Glenrothes with Thornton station is in the South-Western corner of the map.
- It might even be possible for all trains to terminate on the Levenmouth Rail Link as Leven station has two platforms.
- If that is the case, the four tph would make full use of the two long platforms at Leven and Cameron Bridge stations, with the only electrification on the Fife Circle Line at Cameron Bridge station.
This is partial electrification with none of the complexity of full electrication, but with all the power it needs from the electrical connection of a large distillery.
The Wikipedia entry for the Fife Circle Line says this about the electrification.
The £55 million first phase, to electrify 65 miles (104 km) of Fife Circle track, between Haymarket and Dalmeny, for use by battery electric multiple units, was begun by Scottish Powerlines in June 2022 and is due to be completed by December 2024, although this project has been delayed and is expected to completed by December 2025. Further phases will electrify the lines between Kinghorn, Thornton, Ladybank and Lochgelly. This will allow the Fife Circle services to be operated by battery electric multiple units whilst minimising capital expenditure on infrastructure, in particular avoiding the major expense of electrifying the Forth Bridge. Complete electrification would be possible at some future date. The partial electrification was due to be completed by December 2025 but there has been some slippage in these target dates.
This OpenRailwayMap shows Kinghorn, Thornton, Ladybank and Lochgelly.
Note.
- Lines shown in red are electrifield, whilst those shown in black are not and lines shown in dotted red-and-black are to be electrified.
- Ladybank is at the top of the map indicated by a blue arrow.
- Kinghorn is at the bottom of the map on the coast.
- Ladybank and Kinghorn are connected by a section of the Aberdeen and Edinburgh Line.
- Glenrothes and Thornton are to the West of this line.
- The Levenmouth Rail Link runs to the East.
- Lochgelly and Cowdenbeath are on the West side of the map.
From what I saw yesterday, I wouldn’t be surprised if the amount of electrification to be performed has been cut back and more reliance is to be placed on on-board batteries.
Class 385 Battery-Electric Trains
The Wikipedia entry for Class 385 trains, says this about battery-electric versions.
During early 2019, Hitachi held a series of discussions with the Scottish Government on the development of a variant of the Class 385, a battery electric multiple unit (BEMU) that would be capable of running on unelectrified sections of line along a route. The installation of batteries was reportedly described as being a relatively straightforward alteration to make; an underfloor battery unit, dependent upon size, would be able to power a trainset over distances of 20 to 60 miles (30 to 100 km). The proposal drew upon Hitachi’s existing experience with battery trains operated in Japan, and had been motivated by a recommendation from the rail decarbonisation task force which advocated that such measures be implemented.
A range on batteries of sixty miles would cover the less than forty miles between Edinburgh Gateway and Ladybank.
I suspect that a range of sixty miles would bridge the gap between Edinburgh Gateway and Perth or Dundee.
Does this mean, that I think it could?
If Hitachi’s testing of their battery-electric Class 802 trains have shown phenomenal distances, then this would fit with the distances shown by Stadler’s Class 777 trains in New Merseyrail Train Runs 135km On Battery.
This leads me to believe that battery-equipped ScotRail Class 385 trains and LNER Class 800 trains are able to electrify the North of Scotland, with a few strategic charging stations like the one at Cameron Bridge station.
Could High Speed Two Serve Chester And North Wales?
This diagram shows High Speed Two services, as they were originally envisaged before Phase 2 was discontinued.
Note.
- Trains to the left of the vertical black line are Phase 1 and those to the right are Phase 2.
- Full-Size trains are shown in blue.
- Classic-Compatible trains are shown in yellow.
- Blue circles are shown, where trains stop.
- The dotted circles are where trains split and join.
- In the red boxes routes alternate every hour.
Click on the diagram to enlarge it.
If I look at the trains counting from the left of the diagram, I see the following.
- Train 4 is a pair of Classic-Compatible trains, that split and join at Crewe, with one train going to Lancaster and the other to Liverpool Lime Street.
- Train 5 is a single Classic-Compatible train going to Liverpool Lime Street.
This gives Liverpool Lime Street two trains per hour (tph) and Lancaster one tph
Could train 5 be a a pair of Classic-Compatible trains, that split and join at Crewe, with one train going to Holyhead via Chester and the other to Liverpool Lime Street?
Consider.
- Yesterday, a pair of Class 805 trains, ran between Euston and Holyhead. Each Class 805 train is 130 metres long, so a pair of Class 805 trains is sixty metres longer than a High Speed Two Classic-Compatible train.
- I am certain, that a single High Speed Two Classic-Compatible train will fit the platforms between Crewe and Holyhead.
- Crewe and Holyhead is 105.5 miles and the route is not electrified.
- Crewe and Holyhead is double-track all the way except for the Britannia Bridge over the Menai Strait.
- With the exception of perhaps 2 to 3 miles, half the route between Crewe and Holyhead has a line speed of 90 mph. with the other half being 75 mph.
- Given the countryside and the number of important historic sites, electrification might be difficult, as the heritage Taliban will say no!
- It was promised by the last government that Crewe and Holyhead would be electrified, but I will assume it won’t be!
- Hitachi, who are part of the consortium building the High Speed Two Classic-Compatible trains have developed battery-electric high speed train technology, which is likely to be applied to the Current Class 805 trains, that work the route.
- Hitachi’s battery-electric high speed train technology can propel the trains at up to 125 mph, provided the track allows it.
I feel that Crewe and Holyhead can be developed into one of the most iconic high speed railways in the world, by using battery-electric high-speed trains. Tourists would come from all over the world, to experience mouse-quiet battery-electric trains.
High Speed Two should go for it!
These are some thoughts.
It Would Be A Green Route To Ireland
Consider.
The fastest direct Avanti service to Holyhead is scheduled to take three hours and forty-two minutes, with one hour and 46 minutes between Euston and Crewe, and one hour and fifty-seven minutes between Crewe and Holyhead.
- High Speed Two will knock thirty-four minutes off the time between Euston and Crewe, when the core route between Euston and Crewe is complete, which will reduce the time to three hours eight minutes, with with one hour and 12 minutes between Euston and Crewe, and one hour and fifty-seven minutes between Crewe and Holyhead.
- The Crewe and Holyhead section of the route would still take one hours and fifty-seven minutes, which is an average speed of just 54 mph, along the North Wales Coast.
- An overall time of three hours between Euston and Holyhead, would require an average speed along the North Wales coast, which would be an average speed of just 62 mph.
- The operating speed is an average of around 80 mph between Crewe and Holyhead, and would run the section of the route in 79 minutes, which would mean a Euston and Holyhead time of two hours and 31 minutes.
- A 100 mph average between Crewe and Holyhead, would run the section of the route in 63 minutes, which would mean a Euston and Holyhead time of of two hours and 15 minutes.
I believe that with track improvements, a more efficient stopping pattern and using Hitachi’s battery technology, that battery-electric High Speed Two Classic-Compatible trains could run between Euston and Holyhead in under two hours.
A fast ferry would complete the route between Holyhead and Dun Laoghaire.
Could More Than One Train Per Hour Be Sent To Chester And North Wales?
Consider.
- Because of the cancellation of Phase 2 of High Speed 2, there are spare paths on High Speed Two between London and the West Midlands.
- If the core section of High Speed Two is extended Northwards to Crewe, as advocated by Dyan Perry of the High Speed Rail Group, that I wrote about in The Future Of HS2 Could Lie In Its Original Vision, this would create extra paths to Crewe.
- If the West Midlands and Crewe section of the High Speed Two route has the same capacity as London Euston and the West Midlands it could handle seventeen tph.
- At present it looks like with the cancellation of Phase 2, the West Midlands and Crewe section will handle just ten tph.
, So there will be seven spare paths between Euston and Crewe!
In fact it will be better than that, as each train could be a pair of Classic-Compatible trains, that split and joined to serve two destinations.
Could A North Wales Service Call At Hawarden Airport?
Hawarden Airport is where Airbus build wings for their aircraft in the UK.This Google Map shows Hawarden Airport.
Note.
- The large runway.
- The various factory buildings.
- The North Wales Coast Line between Chester and Holyhead, runs along the North side of the Airport.
I doubt if Airbus wanted a station, it would be difficult to arrange.
Conclusion
Because of the vacant paths, it would appear that extra services to North Wales and North West England can be fitted in.
The Lack Of Information At Edinburgh Waverley Cost Me £55.10
The ongoing works at Edinburgh Waverley ruined my day. I had intended to come up to the city to take some photographs for this blog and see an old friend, who like me is widowed.
I also wanted to take a train to Leven to see the new stations.
I have a very unusual skin and on some days I can’t use ticket machines, so I need to use a human in a ticket office.
Today was one of those days and to complicate matters, I couldn’t find the ticket office.
I also wasted more time finding platform 17 for Leven.
Going back to London, where I live, my friend advised me to take the escalators from Princes Street to get into the station, which I have used many times before.
But they were shut and I missed the 16:13 Lumo to London by about a minute.
To get home, I had to buy another ticket on LNER for £55.10.
If there had been more information, perhaps in leaflets or from real people around the station, I would have had a much better day.
An Alternative Lift At Caledonian Road and Barnsbury Station
I went to look at something this morning, that might have made a post for this blog.
But as it wasn’t worth photographing, I decided to come home and decided to take a train home from Caledonian Road and Barnsbury station.
The station is of a slightly unusual design, which is described in Is Caledonian Road And Barnsbury An Ideal Four-Track Station?.
There is a wide island platform, where the Overground trains call on either side, which is connected to the station exit, by a half-bridge with lifts.
It was an affordable way to make the station accessible for all.
But today the lift on the island platform had failed.
- As I approached the bridge on entering the station, a London Overground station-man was waving at me from the island platform.
- He shouted at me, that the lift on the island platform had failed.
- So I took the working lift and then walked across to the central lift tower, with its failed lift.
- He met me at the top of the stairs and offered to escort me down.
- But I said, that if I could go down the right hand side, with my good arm on the rail, I’d be OK.
- He said that would be fine and he watched me descend, which I did safely.
- Whilst I was there, two mothers with young children in buggies arrived on a train. So after a quick chat, the mothers carried their children up the stairs and he carried the buggies.
London Overground had certainly setup an alternative approach, that should work well until the lift is repaired.
Getting Home From Caledonian Road and Barnsbury Station
The Balls Pond Road of Round The Horne and Beyond Our Ken fame in the 1950s and 1960s, runs between Highbury and Islington and Dalston Junction stations.
- I live about half way between the two stations and as, what would have been my nearest station; Mildmay Park closed in 1934, I have to get a bus from Dalston Junction to get home.
- Today, though, I took a slightly longer route, but one with minimal walking.
- I took a train four stops to Hackney Central station.
- I used the bridge with lifts to cross the tracks at Hackney Central station.
- I exited Hackney Central station through the second exit on Graham Road, that was opened in 2022.
- After crossing Graham Road on a light-controlled crossing, I was able to catch a 38 bus to within a hundred metres of my house.
There would be no case for reopening Mildmay Park station, but as I get older this route is the easiest.
Silvertown Tunnel: Has Sadiq Khan’s £2.2billion Scheme Ended Rush-Hour Jams?
This video from The Standard shows the Silvertown Tunnel in the Peak.
It also shows traffic in the Rotherhithe Tunnel.
Could High Speed Two Serve Blackpool North?
Consider.
- Blackpool North station is electrified and will have an electrified route to London Euston HS2 and Birmingham Curzon Street stations, when High Speed Two opens.
- Yesterday, both 11-car and 9-car Class 390 trains, which are longer than single High Speed Two classic-compatible trains, used Blackpool North station.
- Blackpool is noted for fresh air and fun.
- Blackpool needs leveling-up. Surely High Speed Two will help with this?
- Blackpool has a unique Modern and Ancient tramway to bring residents and visitors to High Speed Two.
I am fairly sure, that single High Speed Two class-compatible trains could use Blackpool North station.
But could another High Speed Two service have a path between London and Preston to serve Blackpool?
Because of the cancellation of Phase 2 of High Speed 2, there are spare paths on High Speed Two between London and the West Midlands.
If the core section of High Speed Two is extended Northwards to Crewe, as advocated by Dyan Perry of the High Speed Rail Group, that I wrote about in The Future Of HS2 Could Lie In Its Original Vision, this would create extra paths to Crewe.
It looks to me, that the tricky part of the route is between Crewe and Preston.
This diagram shows High Speed Two services, as they were originally envisaged before Phase 2 was discontinued.
Note.
- Trains to the left of the vertical black line are Phase 1 and those to the right are Phase 2.
- Full-Size trains are shown in blue.
- Classic-Compatible trains are shown in yellow.
- Blue circles are shown, where trains stop.
- The dotted circles are where trains split and join.
- In the red boxes routes alternate every hour.
Click on the diagram to enlarge it.
Note that if Phase 1 were to be completed to Crewe, there would be five full-size and five classic-compatible trains using the West Midlands and Crewe section of the High Speed Two route, of which five trains would terminate at Manchester Piccadilly HS2 station and two classic-compatible trains would terminate at Liverpool Lime Street.
So just three Scottish trains and one to Lancaster would go North of Warrington Bank Quay station, which would be an average of one train every fifteen minutes.
High Speed Two will be fully digitally signalled and I’m sure that trains could run as flights of two or more trains, a couple of minutes apart.
This would mean that a London and Blackpool North service could run say two minutes behind one of the London and Scotland services to Preston
- Between London and the West Midlands, there would be twelve trains per hour (tph).
- Between the West Midlands and Crewe, there would be also be twelve tph.
- Between Crewe and Preston, there would be five tph.
I believe it would be possible for High Speed Two to run a London and Blackpool North service, provided that the London Euston to Crewe core of High Speed Two is completed soon after Phase 1 is completed.
It should also be noted, that I believe the second Scottish service from London could also have a flight with another service. So could Barrow or Blackburn have a High Speed Two service from London?
Wigan Wallgate To Headbolt Lane – 10th May 2025
I was now running late and decided to go back to Liverpool via the Kirkby Branch Line, with a change of train at Headbolt Lane.
I took these pictures along the route.
Note.
- Wigan Wallgate station could be refurbished into a quality station.
- Manchester to Wigan Wallgate is likely to be electrified, as I wrote in Bolton-Wigan £78m Rail Electrification Project Announced.
- Headbolt Lane station is a new station.
- The other stations on the line are fairly rudimentary affairs.
- Only Headbolt Lane station is step-free, as all platforms are on the same level.
The Kirkby Branch Line runs across the flat Lancashire countryside.
This Google Map shows the unusual layout of Headbolt Lane station.
Note.
- Liverpool is to the South-West.
- Wigan and Manchester are to the North-East.
- The station buildings and the car parks are on the North side of the tracks.
- There are two platforms pointing towards Liverpool.
- There is a single platform pointing towards Wigan.
- There is a second track pointing towards Wigan, that has no platform.
- None of the tracks are electrified.
- Three red buffer stops can be picked out.
- Trains to Liverpool are run by battery-electric Class 777 multiple units.
- Trains to Wigan and Manchester are run by diesel multiple units.
All platforms are the same level and you can walk from one side of the station to the other between the buffer stops.
It is effectively a step-free three-platform station without lifts or escalators.
I have never seen another station like it!
Modernising The Route Between Wigan Wallgate And Headbolt Lane
Consider.
- With the exception of Headbolt Lane station, there is no step-free access on this line and that needs to be addressed.
- Wigan Wallgate station has an island platform, with steps to the street.
- With the exception of Headbolt Lane station, there is very little parking.
- The Class 150 diesel multiple units are forty years old.
The distance between Wigan Wallgate and Headbolt Lane stations is about 15 miles.
The Future Of HS2 Could Lie In Its Original Vision
The title of this post, is the same as that of this article on Railway Gazette.
This is the sub-heading.
High Speed 2 should be rescoped to run from London Euston to Crewe, taking advantage of the lessons learned and supply chain foundations established during Phase 1, says Dyan Perry, Chair of the High Speed Rail Group.
The article has been written by Dyan Perry, who knows her railways and especially high speed ones well.
These two first paragraphs introduce her arguments.
High Speed 2 stands at a defining crossroads. Phase 1 from Old Oak Common to Birmingham has the green light, and under the new leadership of HS2 Ltd CEO Mark Wild the project is undergoing a positive and much needed ’reset’. With around 31 000 jobs currently supported, more than 75% of tunnelling completed and construction underway on two-thirds of HS2’s viaducts, momentum is building again.
This fresh injection of energy is welcome after years of shifting goalposts and cuts to the project’s scope. However, while Phase I pushes ahead, the handbrake has been pulled on the next critical phases of the project: the route from the West Midlands to Crewe and Old Oak Common to London Euston.
In the short term, this may appear fiscally sensible. However, as with all infrastructure investments, the project and potential returns must be viewed through a long-term lens. After all, a half-built railway moulded by short-term decision-making risks squandering investment to date and losing billions of pounds of taxpayers’ money.
The High Speed Rail Group (HSRG) has these recommendations.
- A “Euston to Crewe” Core.
- West Midlands to Crewe must be given the go-ahead before the powers to do so run out. This would provide much needed capacity on the West Coast Main Line.
- Use the lessons learned on Phase 1 to build West Midlands to Crewe more effectively.
- Build a streamlined, cost effective station at Euston.
- HSRG believes a concession let for a London to Birmingham and Crewe railway line, one that takes learning from the High Speed One financing model, could generate between £7·5bn and £10bn in concession value, a significant return for taxpayers.
High Speed Two needs a cohesive long term plan.
I very much agree with what Dyan and the HSRG are saying.
I also have some related thoughts.
High Speed East Coast
I am a Control Engineer by training and I’ve felt for some time, that the some of the bottlenecks on the East Coast Main Line to the South of Doncaster could be solved by intelligent digital signalling.
I believe that the major cities of the North-East of England and Eastern Scotland would be best served by direct high speed trains from London on the East Coast Main Line. I also think, that such an approach would deliver similar times to High Speed Two via Birmingham.
North of York
Just as stations on the West Coast to the North of Crewe will be served by High Speed Two and the West Coast Main Line, stations North of York will be served by trains going up the East Coast Main Line.
The Element Of Competition
I said earlier, that if a 30-year concession were to be sold for the West Coast Main Line, it could raise between £7.5bn and £10bn.
So why not sell a concession for the East Coast Main Line?
A further benefit, is that competition between the two concessions and the budget airlines, might bring down timings and prices, just as competition did in the Railway Races of 1888 and 1895.
High Speed North Wales
I have believed for some time, that there is a need for a zero-carbon (green) route between London and Dublin and ultimately between the Channel Tunnel and Dublin.
The last Conservative government promised to electrify Crewe and Holyhead along the North Wales Coast.
This route could deliver passengers to Holyhead for a zero-carbon high speed catamaran to Dublin.
The EU would be a beneficiary and might like to help fund the route.
The Anonymous Widower 