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.
- HS2 is shown as dotted red tracks.
- Chiltern is shown in yellow.
- 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.
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.
- There are twelve platforms in the main station, which are numbered 1 to 12 from North to South.
- There are also two platforms to the South of the main station, which are on the Castlefield Corridor and numbered 13 and 14.
- The current Avanti West Coast services use Platforms 5 to 8.
- Platforms 1 to 8 seem well-spaced.
- The Internet gives the length of Platform 1 as 238 metres, so it can be used as a ruler on all the platforms.
- 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.
- 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.
- The dotted circles are where trains split and join.
- 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.
- All trains are one train per hour (tph)
- 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.
- 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.
- Stafford station is marked with a blue arrow.
- Crewe station is in the North-West corner of the map.
- Lichfield Trent Valley station is in the South-East corner of the map.
- The Northern end of HS2 is should dotted around Lichfield Trent Valley station
- Rugeley Trent Valley station is to the North-West of Lichfield Trent Valley station.
- 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.
- 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.
- Rugeley Trent Valley station is in the North-West corner of the map.
- Lichfield Trent Valley station is in the South-East corner of the map.
- The Trent Valley Line runs diagonally across the map between the two stations.
- The route of HS2 is shown as a dotted red line in the South-East corner of the map.
- 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.
- All trains are one train per hour (tph)
- Train 4 splits and joins at Crewe, so runs as a 400 m train on the Trent Valley Line.
- Train 10 splits and joins at Carlisle, so runs as a 400 m train on the Trent Valley Line.
- Train 11 splits and joins at Carlisle, so runs as a 400 m train on the Trent Valley Line.
- 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.
- 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.
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.
- Displaying real-time travel information is done regularly all over the transport network, for buses and trains.
- Adding ticket prices would not be difficult.
- All filling stations must have good enough broadband.
- 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.
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.
- The curve of the platform appears to be used to allow the longer train to fit.
- The platform is wide, so 607 passengers and their baggage, babies and buggies can safely embark from the an 11-car Penolino train.
- 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?
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.
- The platforms indicated by blue dots with numbers are the ten platforms of the station.
- The platforms in the Northern-half of the station are numbered 1-5.
- The platforms in the Southern-half of the station are numbered 6-10.
- All platforms; 1-10 are electrified.
- 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.
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?
Peaks And Dales Line Feasibility Study Identifies £2-£8 Billion Potential
The title of this post, is the same as that of this article on RailUK.
The first two paragraphs add some detail.
The full Feasibility Study for the proposed Peaks and Dales Line – a reinstated rail corridor linking the North West and East Midlands between Manchester and Derby, via Chinley, Buxton, Bakewell, and Matlock – has now been formally submitted to the Department for Transport for review through the Better Value Rail Working Group, comprising the DfT, Network Rail, and the Office of Rail and Road.
The submission marks a significant milestone for the project and confirms that no prohibitive technical, environmental, planning or delivery barriers have been identified at feasibility stage that would prevent the corridor progressing to the next phase of development, a Strategic Outline Business Case (SOBC).
But it is probably best to read the full report.
The full study identifies that reinstating the Peaks and Dales Line could:
- Generate £2-£8 billion in additional Gross Value Added (GVA) by 2040.
- Remove approximately 1.0-4.3 million car ‘trips’ per year from the road network (from visitor travel alone).
- Deliver carbon savings of around 15,000-60,000 tonnes of CO₂e per year.
- Provide a viable sustainable travel option for the 13-26 million people who visit the Peak District annually, around 85% of whom currently arrive by car.
- Improve access for the 3.16 million people across the connected regions who do not own or have access to a car.
- Support sustainable access to approximately 17,870 previously identified potential new homes, all located on brownfield land outside the National Park.
- Enable £447-£804 million in potential voluntary Land Value Capture contributions, reducing reliance on public funding.
These are large claims and yet more reasons to believe that Harold Wilson was one of our worst Prime Ministers, as Beeching’s most heinous crimes, were performed under his watch.
This paragraph sums up the work to be done.
The study also confirms that only around 11.5 miles of reinstated railway would be required to reconnect a corridor of nearly 50 route miles, representing a highly efficient reuse of historic rail infrastructure. Various upgrade options are being considered across the remainder of the route.
I wonder, if it might be best to go for a single-track railway, that could be upgraded to full double-track later.
This image from a Stadler press release shows their prototype RS ZERO.
As these trains can run on hydrogen, this could create a zero-carbon railway through the Peaks and Dales.
Using this approach could see the railway running before the next election.
Could A Feeder Network Of Local Trains Be Developed For HS2 At Macclesfield Station?
Macclesfield station is one of the less important stations that will be served by High Speed Two.
I visited in July 2020 and afterwards wrote Macclesfield Station And High Speed Two.
This OpenRailwayMap shows the railway network around Macclesfield.
Note.
- Manchester Piccadilly station is at the top of the map .
- The station is surrounded by the green tracks of the Manchester Metrolink.
- Macclesfield station is at the bottom of the map and indicated by a blue arrow.
The West Coast Main Line can be followed North as it threads through Prestbury, Adlington (Cheshire), Poynton, Bramhall, Cheadle Hulme, Stockport, Heaton Chapel, Levenshulme and Ashburys on its way to Manchester Piccadilly.
This summary from the Wikipedia entry for the station outlines the services at the station.
Macclesfield is served by three train operating companies: Avanti West Coast, CrossCountry and Northern Trains.
Northbound to Stockport and Manchester Piccadilly, Avanti West Coast and Northern operate hourly services, with some peak time extras, and CrossCountry runs two services an hour.
Southbound, there are also four trains per hour: one stopping service to Stoke-on-Trent, operated by Northern Trains; one inter-city service to London Euston, operated by Avanti West Coast; one to Bournemouth, via Birmingham New Street and Reading; and one to Bristol Temple Meads, both operated by CrossCountry.
Sunday services are similar, but the local stopping service operated by Northern Trains no longer runs on Sunday, with rail replacement bus services operating between Stockport and Stoke-on-Trent.
It is not as busy a station, as the map suggests it is.
Searching in detail, I found these local trains.
- CrossCountry – 1 – tph – Manchester Piccadilly and Bournemouth via Stockport, Macclesfield, Stoke-on-Trent and Stafford
- CrossCountry – 1 – tph – Manchester Piccadilly and Bristol Temple Meads via Stockport, Macclesfield, Stoke-on-Trent and Stafford
- Northern – 1 tph – Manchester Piccadilly and Stoke-on-Trent via Stockport, Cheadle Hulme, Bramhall, Poynton, Adlington, Prestbury, Macclesfield, Congleton and Kidsgrove
Three trains per hour is not many.
The train and bus network from Macclesfield station needs to be developed, so travellers can make full use of HS2.
This second OpenRailwayMap shows the railway network to the East of Macclesfield.
Note.
- Macclesfield is in the South-West corner of the map.
- Stockport is in the North-West corner of the map.
- The orange track that stretches across the map is the busy Hope Valley Line, which is an important passenger route between Manchester and Sheffield and an important freight route for the quarry products of the Peak District to the South.
- The Buxton Line comes South from the Hope Valley Line to Chapel-en-le-Frith, Dove Holes and Buxton.
I believe a strong case can be made to link the area to the East of Macclesfield to HS2.
These points must be considered, when designing a road transport network to feed travellers from the East of Macclesfield.
Bakewell
Bakewell is the largest settlement and only town within the boundaries of the Peak District National Park.
I believe that travellers to Bakewell, would use a quality transport network to HS2 at Macclesfield.
Buxton
These are facts from Buxton’s Wikipedia entry.
- Buxton is a spa town of 20,000 people.
- It is England’s highest market town, sited at some 1,000 feet (300 m) above sea level.
- The University of Derby is a noted employer.
- Tourism is a major industry, with over a million visitors to Buxton each year.
- The Buxton Line connects Buxton to Stockport and Manchester Piccadilly.
I believe that travellers to Buxton, would use a quality transport network to HS2 at Macclesfield.
The Cat And Fiddle Inn
The road between Macclesfield and Buxton passes the famous Cat and Fiddle Inn.
This is the first paragraph of the Wikipedia entry for the public house.
The Cat and Fiddle Inn is a former public house in the English Peak District, close to the border between Cheshire and Derbyshire. It sits on the A537 road from Macclesfield to Buxton, which runs across a high and remote area of moorland. A section of the road is known as the “Cat and Fiddle Road” after the inn. The building is some 1,689 feet (515 m) above sea level, and it was the second-highest public house in Britain before it closed in 2015 (the Tan Hill Inn in Yorkshire is slightly higher). In 2020, it reopened as a distillery, shop and bar.
I visited it once in the 1960s with my future wife and two friends.
These roads in the Peak District will be challenging roads for modern electric buses.
Chatsworth House
I have never been to Chatsworth House and no very little about the house and its history.
So I asked Google AI,”Is Chatsworth House A Major Tourist Attraction?” and received this reply.
Yes, Chatsworth House is a major tourist attraction, frequently cited as one of the UK’s most popular country houses and a top destination in the Peak District. Located in Derbyshire, it draws hundreds of thousands of visitors annually to explore its historic house, 105-acre garden, farmyard, and massive parkland.
Key Reasons for Its Status:
Cultural Significance: As the home of the Cavendish family since 1549, it holds significant art collections (Old Masters, modern sculpture, Egyptian artifacts).
“Palace of the Peak”: Known for its grand interiors, including the Painted Hall and Sketch Galleries.
Famous Grounds: Features a 105-acre garden with a maze, cascading water features, and the impressive Emperor Fountain.
Media Appearance: Known as the real-life Pemberley from the 2005 Pride & Prejudice film.
Family Activities: The estate includes a popular farmyard and adventure playground.
Chatsworth is often ranked as a favorite stately home in Britain and is a key visitor attraction in the East Midlands region.
As with Buxton, I believe that travellers to Chatsworth House, would use a quality transport network to HS2 at Macclesfield.
Chesterfield Station
Chesterfield station is a major station on the Midland Main Line, close to the East side of the Peak District.
Chesterfield station is the following distances from these towns and attractions.
- Bakewell – 12-13 miles
- Buxton – 24-25 miles
- Chatsworth House – 12 miles
- Macclesfield – 35-40 miles
Chesterfield has no direct rail connection to any of these towns, but I think you can get to Buxton with changes at Sheffield and Hazel Grove.
The Wikipedia entry for Chesterfield station gives this description of services at the station.
Chesterfield is served by three train operating companies:
- East Midlands Railway operates regular inter-city services on the Midland Main Line between Sheffield and London St Pancras, via Derby and Leicester; this includes the 07:45 southbound departure, the Master Cutler. It also runs a route between Liverpool and Norwich, via Manchester Piccadilly and Nottingham.
- Northern Trains runs an hourly service between Nottingham and Leeds.
- CrossCountry operates a regular service between Sheffield and Derby; trains continue on to a variety of final destinations including Glasgow Central, Edinburgh Waverley, Plymouth, Reading, Southampton Central and Bristol Temple Meads.
There are typically 12 passenger trains per hour passing through the station on weekdays (six in each direction), with ten of those calling.
I believe that if a transport network is developed to the East of Macclesfield, it should call at Chesterfield station.
Dore & Totley Station
Dore &Totley station is the nearest station to Sheffield at the Sheffield end of the Hope Valley Line.
I wrote about the station in Dore & Totley Station – 1st April 2025 and after a sympathetic restoration, it is now a superb step-free station.
These pictures give a flavour of the station.
The second picture, appears to show a pair of bus stops on the main road.
If these aren’t considered adequate, I’m sure space could be found in the car park for a bus stop with level access to the station.
Hazel Grove Station
Hazel Grove station is the nearest station to Stockport at the Manchester end of the Hope Valley Line.
I wrote about the station in Hazel Grove Station and it is a rather ordinary station with car parking and step-free access.
Passengers can also change trains for the Buxton Line.
HS2 Day Trips
Toyota’s Trial Of Hydrogen Buses In The Peak District
To find out more of this, I typed the title of this section into Google AI, and received this answer.
Toyota conducted a two-week trial of hydrogen fuel cell buses in the Peak District National Park in September 2022 to promote sustainable tourism and reduce carbon emissions. Using CaetanoBus H2.City Gold vehicles, the trial aimed to connect key tourist sites without relying on private cars. This initiative supports a long-term goal of launching the “Peak Express” service by 2025.
Key Details of the Peak District Hydrogen Bus Trial
Purpose: The trial was designed to reduce the high reliance on cars (85% of visitors) in the national park, aiming to cut emissions by 3.6 million kg a year once fully operational.
Vehicles: The trial used hydrogen fuel cell electric buses manufactured by CaetanoBus, which is part of Toyota’s European partner network. These buses provide a range of up to 200 kilometers and can be refueled in 10-15 minutes.
Route: The hydrogen buses operated in and around the Peak District, connecting major spots including Chesterfield railway station and Chatsworth.
The “Peak Express” Initiative: Led by the Gateway at Peak development, this project plans a full service by 2025 to offer sustainable transport options.
Multi-technology Strategy: Toyota is testing both hydrogen fuel cell electric vehicles (FCEV) and battery electric vehicles (BEV) to determine which is most suitable for different types of journeys.
The trial was part of a larger push to test hydrogen infrastructure, with long-term plans to create multiple hubs around the Peak District National Park boundary.
The experience from my trip to Gatwick, that I described in Sutton Station To Gatwick Airport By Hydrogen-Powered Bus, has convinced me, that where bus and hills are involved, you need to have hydrogen buses, as they torque the torque.
Conclusion
I believe that the Peak District and Toyota are on the right track, but I strongly believe that any buses ferrying passengers around the Peak District, need the extra torque that hydrogen will provide.
The bus also must be large enough.
I also wonder, if as the service will be serving Chatsworth, that a hydrogen-powered coach might be a better choice of vehicle.
Hydrogen-Powered Coaches
The first hydrogen-powered coaches will becoming into service this year.
- Mercedes and Wrightbus have both said they will launch vehicles.
- Two and three-axle models have been talked about.
- Ranges of a thousand kilometres on a single tank of hydrogen seem to have been promised.
- Typical load will be about eighty passengers, which will include wheelchairs.
- Like the bus between Sutton station and Gatwick Airport, they will be mouse-quiet.
I believe they will become a valuable part of the public transport network.
- Running long distance coach services.
- Extending long-distance rail services.
- Running special services over long distances, like those for football supporters.
- Running rail replacement bus services for rail companies.
I can’t wait to have my first ride.
Could A Feeder Network Of Local Trains Be Developed For HS2 At Lancaster Station?
Lancaster station is one of the less important stations that will be served by High Speed Two.
I visited in May 2025 and afterwards wrote Lancaster Station – 23rd May 2025.
This OpenRailwayMap shows the railway network around Lancaster.
Note.
- The red track on the East side of the map is the electrified West Coast Main Line.
- The location of Lancaster station is indicated by a blue arrow.
- Morecambe, where the Eden Project North is being developed and the important port of Heysham are on the coast to the West of Lancaster.
- Oxenholme station is towards the North-East corner of the map, on the main line.
- The Windermere branch connects to the main line at Oxenholme station.
- HS2 will use the West Coast Main Line and call at Lancaster and Oxenholme.
North of Oxenholme, HS2 calls at Penrith and Carlisle, before going on to Glasgow and Scotland.
West of the main line, the map is dominated by the waters of Morecambe Bay, which in recent decades has produced a lot of our gas, but is now transitioning to an area, that will produce a few gigawatts of wind power.
North of Morecambe Bay, there is the Lake District, with the shipbuilding at Barrow and the nuclear waste processing at Sellafield on the coast.
It is an important area of England, where there is a lot going on!
Tying it all together is the yellow ribbon of the Cumbrian Coast Line, which connects Carnforth and Carlisle on an hourly basis.
- The service calls at Grange-over-Sands, Barrow-in-Furness, Millom, Ravenglass, Drigg, Seascale, Sellafield, St Bees, Whitehaven, Workington, Maryport, Aspatria, Wigton and other places.
- Four services a day link Carlisle and Lancaster stations.
- Carlisle and Lancaster stations are 120.5 miles apart via the coast and according to Google AI, the journey takes between three and three-and-a-half hours.
- In From Barrow-in-Furness To Ravenglass, From Ravenglass to Sellafield and From Sellafield To Carlisle, there are some images, that give a flavour of the route.
This is a route, that is worth decarbonising.
Consider.
- There is a couple of gigawatt of wind power in the bay to charge any batteries with green electricity or make green hydrogen.
- There is a project called BARROW GREEN HYDROGEN, which is located in Barrow-in-Furness.
- Both hydrogen and battery-powered trains could handle the hundred and twenty miles of the Cumbrian Coast Line.
- A zero-carbon train running silently round the Lake District could be a tourist attraction in its own right.
- Hydrogen-powered buses could provide the local transport.
Given the scenery and the closeness to the Lake District and High Speed Two, I suspect that major train manufacturers like Alstom, CAF and Siemens will be keen to bid.
The Anonymous Widower 