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 designed a road transport network to the East of 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 link 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 link to HS2 at Macclesfield.
Dore & Totley Station
I wrote about Dore &Totley station in Dore & Totley Station – 1st April 2025 and after a sympathetic restoration it is now a quality step-free station.
These pictures give a flavour of the station.
I’m sure space could be found in the car park for a bus stop with level access to the station.
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.
Would It Be Sensible To Transfer The Euston And Blackpool North Service From Avanti West Coast To High Speed Two?
Currently, Avanti West Coast’s Euston And Blackpool North service is just one train per day.
- It stops at Crewe, Warrington Bank Quay, Wigan North Western and Preston stations.
- An HS2 service could serve Blackpool North station perhaps four or five times a day.
- To save paths, it could join and split at Crewe with one of the Manchester services.
- If Blackpool North station were On HS2, it could stop at Old Oak Common station.
- Blackpool North station now has a connection to Blackpool tramway.
- Platforms at Blackpool North station can take an 11-car Pendolino or 8-car 200 m. HS2 train.
- HS2 would shorten the journey time to London, by about 30-40 minutes.
- The Blackpool tramway would be expanded to bring travellers to HS2.
- It might help to level-up Blackpool and the surrounding area.
- I don’t think there would be any pathing issues.
I feel this could be an interesting possibility.
Easter Disruption For Europe’s Busiest Train Line
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Thousands of Easter train journeys will be disrupted by a six-day shutdown on the West Coast Main Line (WCML).
These two paragraphs add more details.
Engineering work means no intercity services will run between London Euston and Milton Keynes from Good Friday to Wednesday, 8 April, Network Rail said.
The Easter work is part of a £400m project to boost reliability, which WCML said was Europe’s busiest railway line used for passenger and freight trains.
This graphic from London Northwestern Railway, shows the Rail Replacement Bus routes around the blockade.
Note.
- There are no trains South of Milton Keynes Central
- There is a Rail Replacement Bus between Milton Keynes Central and Bedford.
- There is a Rail Replacement Bus between Milton Keynes Central and Watford Junction
This OpenRailwayMap , shows the Marston Vale Line between Milton Keynes Central and Bedford.
Note.
- The two Bedford stations ; Bedford and Bedford St. Johns are in the North East corner of the map.
- Milton Keynes Central station is on the Western edge of the map.
- The Marston Vale Line, which is shown in yellow, links Milton Keynes Central and the two Bedford stations.
- The track shown in red, going through Milton Keynes Central is the West Coast Main Line.
- The track shown in orange, going North South through Bedford is the Midland Main Line.
- The Midland Main Line appears to be running normally between Bedford and St. Pancras. This is according to Real Time Trains.
- The Marston Vale Line should be running new Class 196 trains, but it is not due to a door opening dispute with the trains.
- The Marston Vale Line appears to be running normally between Milton Keynes Central and Bedford. This is according to Real Time Trains.
This OpenRailwayMap shows Bletchley station and the flyover on the East side of the station.
Note.
- The West Coast Main Line is on the West side of the map.
- Bletchley station is indicated by the blue arrow at the bottom of the map.
- To the East of the station is Bletchley flyover, which is labelled “Summit of Bletchley Flyover.
- The flyover splits with one branch going North to Milton Keynes and the other East to Bedford.
It does appear, that no train can go between Milton Keynes Central and Bedford stations, without a reverse at Bletchley station.
But you can go between Milton Keynes Central and Oxford stations, without a reverse at Bletchley station, as you stop on the flyover.
To check, I read the tracks right, I asked Google AI, “Can Trains Go Between Bedford And Milton Keynes Central Without A Reverse At Bletchley and received this answer.
Currently, no. Trains running between Bedford and Milton Keynes Central cannot bypass a reversal (reversing direction) at Bletchley because the Marston Vale line terminates at Bletchley station. Trains must enter Bletchley and then change direction to join the West Coast Main Line to reach Milton Keynes Central.
Key Details:
Current Routing: The Marston Vale line connects Bedford and Bletchley. Services from Bletchley to Milton Keynes Central operate as a separate connection.
The Reversal: Passengers currently must change trains or experience a driver change/reversal at Bletchley to continue.
Future Changes: The East West Rail project aims to improve these connections, but as of early 2026, the direct link remains through Bletchley.
Conclusion
Does this explain, why there is a Rail Replacement Bus rather than a shuttle train between Bedford And Milton Keynes Central stations?
Man In Seat 61: My Nail-Biting Journey To Orkney By Train And Ferry
The title of this post is the same as that of this article in The Times.
This is the heading.
Now the Caledonian Sleeper connects the Midlands to Scotland in style. Mark Smith travels to the UK’s most northerly rail station and beyond
These are the first two paragraphs.
In January the Caledonian Sleeper added Birmingham to its route from London to Scotland — its first new stop in 30 years. With a ticket for one of the first departures and a bucket-list desire to see the historic naval anchorage that is Scapa Flow, I would ride the sleeper to Inverness, take Scotland’s scenic Far North Line to Britain’s northernmost station and then sail across the Pentland Firth to Stromness. I could leave my Buckinghamshire home in the evening and reach Orkney 24 hours later without setting foot on a plane. It sounded like a plan.
The Highland sleeper (which travels to the Highlands; there is also a Lowland sleeper that travels to Edinburgh and Glasgow) rolled into Birmingham International at 10.42pm on the dot. I was greeted at the door by a steward with a friendly Scottish accent and my room key. He jotted down my breakfast reservation and I headed for room 4 in car L. The Cal Sleeper is rightly proud of its Scottish-made mattresses and fluffy duvets and I drifted off to sleep in my cosy berth to the sound of steel wheel on steel rail.
I feel adding a Birmingham International stop is a masterstroke, as it gives so many travel options.
- You could of course still join in London.
- I might go to Birmingham on Chiltern, as I prefer the trains to Avanti West Coast.
- There are lots of shows and exhibitions in Birmingham.
- If you had a relative in Scotland and you lived in the far South-East of England and Wales, half of the journey would be in a comfortable bed.
- Birmingham International has regular connections to Aberystwyth, Bournemouth, Pwllheli, Shrewsbury and Wrexham General.
- Some journeys might be easier with a change between plane and sleeper train at Birmingham International.
The list is endless and will grow as travellers have other ideas.
More imagination needs to be added to train journeys.
My first thoughts are.
There needs to be a Lumo-style service between Birmingham and Scotland and a sleeper between Birmingham and Penzance.
10 Exciting New Train Journeys Coming To The UK In 2026
The title of this post, is the same as that of this article in The Telegraph.
The journeys are.
South Wales Metro (The ‘Welsh Tube’)
Effectively, what the Welsh have done is turn the railways radiating from Cardiff into the sort of metro that Birmingham, Glasgow, Liverpool and Tyne-Tees have created over the last few decades.
- They are replacing a large proportion of the rolling stock, with new electric or hybrid-electric trains and tram-trains.
- Some of the lines are notably scenic.
- Some new stations have been added.
- There are attractions to visit.
- A Day Ranger ticket is available.
A few times in the past few years, when I feel I need some fresh air, I’ve taken a train to Cardiff, bought a Day Ranger and climbed a few hills in a train, as in my seventies, I’m too old to walk up.
I wouldn’t be surprised that the forthcoming Leeds Metro borrows heavily from ideas developed on the South Wales Metro.
London To Stirling
Stirling is one of those towns and cities, like Barrow-in-Furness, Blackpool, Shrewsbury and a few others, that Virgin and Avanti West Coast seem reluctant to serve.
I feel by choosing Stirling for a service, Lumo have just done the obvious.
- The route is fully-electrified.
- Stops will be Milton Keynes, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet, Greenfaulds, and Larbert.
- There will be four trains per day.
- The initial trains will be Class 222 trains.
- The electric Class 803 trains are on order.
- Hitachi are developing battery-electric trains for Lumo on the East Coast to be able to use the diversion via Lincoln, which would probably reach Perth.
- Car-hire companies will do well in Stirling.
- Stirling has onward train connections to Aberdeen, Dundee, Inverness, Montrose, Perth and Stonehaven.
- I wouldn’t be surprised to see FirstGroup, who are Lumo’s parent or another coach company, creating a hydrogen-powered coach network for the North of Scotland.
- The service will start in May 2026.
That really shows how railways can be used to boost growth. But will the SNP get the message?
I will use this service to have a few days in Stirling and explore the Southern part of the Scottish Highlands by train.
Caledonian Sleeper from Birmingham
This looks to be obvious addition to the Caledonian Sleeper.
The Telegraph says this.
The joys of the Caledonian Sleeper to Scotland, well known to travellers from London, are to be extended for the first time to those wanting to alight at Birmingham International. This change – the biggest in the Caledonian Sleeper schedule for 30 years – will mean that greeting the dawn approaching places as far flung as Fort William, Aberdeen and Inverness will be a far more realistic prospect for fans of this form of travel who live in the Midlands.
Note.
- The Birmingham stop will be at International not New Street.
- The service starts on January 16.
- Only the Highlander will stop at Birmingham International.
It seems to be a well-thought out simple addition to the service.
Newquay And Falmouth
The Telegraph says this.
Exciting news for fans of Cornwall where a new direct service linking the north and south coasts this year will make travelling by train between the key towns of Newquay and Falmouth considerably easier. The improvement to the current journey, frequently involving multiple changes and lasting two and half hours, will start with an increase in services between Newquay and Par in the spring and, by the end of the year, the commencement of the direct link all the way through to Falmouth.
Note.
The project is named the Mid Cornwall Metro.
The project has cost £57 million.
The route will be Newquay and Falmouth Docks via Quintrell Down, St. Columb Road, Roche, Bugle, Luxulyan, Par, St. Austell, Truro, Perranwell, Penryn, Penmere and Falmouth Town.
For more information, see midcornwallmetro.com
The journey time between Newquay and Falmouth will be cut by forty-five minutes.
I am sure that there are other rail systems in the UK, Ireland and in the wider world, that could benefit from a
High Speed Sonnet (Weardale To Stratford-upon-Avon)
The Telegraph says this.
And now for something completely different: a one-off charter train from the dales of County Durham to Stratford-upon-Avon, the heart of Shakespeare country. This journey, dubbed the “High Speed Sonnet”, comes as part of the 50th anniversary celebrations of the introduction of the legendary InterCity 125 high speed trains, one of which will be deployed on the run from Stanhope to the birthplace of the bard.
This train journey, although it is probably very nice is not really my scene.
- I don’t have a partner.
- I don’t live near to Weardale or Stratford-on-Avon.
- As I’m coeliac and low alcohol, I’m not really keen on gourmet dining events.
But the train is an Intercity 125, so some might like to take a ride.
For more details see excursionsbyrail.co.uk
West Highland Line, Scotland
The Telegraph says this.
A journey along the West Highland line, the most scenic stretch of track in Britain, and a visit to the Royal waiting room used by Queen Victoria during visits to Balmoral are two of the highlights of a new tour for 2026, offered by small group Scotland and UK specialists McKinlay Kidd.
Similar comments to the previous journey apply, except that it is West Scotland.
But the train is steam-hauled over the Glenfinnan Viaduct of Harry Potter fame, so some might like to take a ride.
For more details see mckinlaykidd.com
Mid Wales Explorer
The Telegraph says this.
Another new tour for 2026, this one run by The Railway Touring Company, has as its focus the central part of Wales. Highlights include a journey along the Welsh Highland line on the “Harbourmaster”, shorter trips on the celebrated little railways of Llangollen, Bala Lake, Talyllyn, Vale of Rheidol and Welshpool, and a narrowboat ride across world heritage Pontcysyllte Aqueduct located 38 metres above the River Dee. Tidy.
I might go on this one if the date of June 10th fits.
For more details see railwaytouring.net
Newcastle And Brighton
The Telegraph says this.
How about this for a tantalising prospect – a direct service between Newcastle and Brighton calling at York, Sheffield, Birmingham New Street, Oxford, Reading, and Gatwick Airport – with no need to change trains in London? This is the new route proposed by open-access operator Grand Central (part of Arriva UK Trains) and currently awaiting approval from the Office of Rail and Road.
All going well, services – five trains each way daily – should start by the end of the year. A potential game changer and, following the commencement of the direct link between Seaham and London in December 2025, a further example of Grand Central’s drive to connect underserved communities.
For more details see grandcentralrail.com
London And Cleethorpes
The Telegraph says this.
Another Grand Central proposal that whets the appetite is the application to run direct services (for the first time since 1992) between London and the Lincolnshire seaside town of Cleethorpes. While not without its critics, Cleethorpes is an old-school British resort with pier, promenade and the Cleethorpes Coast Light (miniature) Railway service. If approved, four services a day would be up and running by the end of 2026; additional stops would include Doncaster, Scunthorpe, Grimsby, Thorne South, Crowle and Althorpe.
For more details see grandcentralrail.com
Note.
Althorpe is not to be confused with the burial place of Princess Di.
In Lunch On The Pier In Cleethorpes, I wrote about excellent gluten-free fish and chips on the pier.
Champagne Moments On The Northern Belle
The Telegraph says this.
The late Queen Mother famously enjoyed G&Ts while seated in carriages which now form part of the the Northern Belle. This in mind, she would likely have approved of the latest innovation on one of Britain’s plushest trains: the addition of a “Krug class”, which includes one bottle of Krug Grande Cuvée Champagne per couple, to enjoy over a multi-course meal and seating in Duart (formerly a carriage on The Royal Train) or Glamis, named after the Queen Mother’s childhood home.
The train operates a number of day trips on scenic routes to landmark cities such as York, Edinburgh and Bath, and to colourful events such as the RHS Chelsea Flower Show.
For more details see 95pp; northernbelle.co.uk
Manchester To London Train To Run Without Passengers
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
A train service taking commuters from Manchester to London is to run empty for around five months following a decision by the rail regulator.
These three paragraphs add more detail.
A decision by the Office of Rail and Road (ORR), means the 07:00 GMT service operated by Avanti West Coast from Manchester Piccadilly to London will still run but will only be used to carry staff from mid-December.
An Avanti West Coast spokesperson said they were “disappointed” with the decision, which would “clearly impact those customers who already use these services”.
An ORR spokesperson said the decision was made on “robust evidence” from Network Rail to guard against possible service disruption on the West Coast Main Line.
It is a long article on the BBC and I suspect, it is one of those, that should be fully-read before commenting.
I looked up last Friday’s service and found this.
- It was an eleven-coach Class 390 train.
- The train goes via Macclesfield, Stoke-on-Trent and Stafford, but only stops to pick up passengers at Stockport.
- It left on time at 07:00.
- It arrived in London at 09:20, which was twenty-one minutes late.
I think, I’ll see this train arrive on Monday.
Could Avanti West Coast Be Planning A Fast Service From Both Liverpool and Manchester?
Consider.
- Manchester Piccadilly has a 07:00 train to Euston, that takes two hours via Stoke-on-Trent.
- The train also stops at Stockport.
- The Manchester Piccadilly train is an eleven-car Class 390 train, that is 265.3 metres long.
- Liverpool Lime Street has a 06:43 train to Euston, that takes two hours and 11 minutes via Crewe, that stops at Runcorn.
- The Liverpool Lime Street train is a seven-car Class 807 train, that is 182 metres long.
Note.
- I wonder, if at some time in the future, these two services could both be run by seven-car Class 807 trains, that joined at Crewe.
- This might not have been possible with Class 390 trains, as the pair of trains would have been very long.
- Class 390 trains may not be able to split and join.
- I don’t think any extra paths would be needed.
This would give Crewe, Liverpool, Manchester, Runcorn and Stockport, a fast early train to Euston.
FIRST TO THE FUTURE: Lumo Owner Bids To Turbo-Charge UK Rail With New Routes
The title of this post, is the same as that of this press release from First Group.
These first three paragraphs introduce FirstGroup’s application for the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services.
FirstGroup plc plans to expand its open access rail operations through its successful Lumo business, boosting connectivity, improving UK productivity and passenger choice across the UK.
The expansion aims to replicate the success of Lumo’s Edinburgh to London service in driving material growth on the East Coast Main Line. Lumo operates without government subsidy and contributes more per train mile to infrastructure investment than any other long-distance operator – delivering growth on the railway and connectivity to local communities, at a substantial benefit to the taxpayer.
FirstGroup has submitted the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services, which are described in these bullet points.
- A revised application to run new services between Rochdale and London Euston via Manchester Victoria from December 2028;
- An extension to Lumo’s current Stirling to London Euston track access agreement to operate services beyond 2030;
- A new route between Cardiff and York via Birmingham, Derby, and Sheffield from December 2028; and
- Purchase of new trains meaning continued investment in UK manufacturing of c.£300 million, and long-term jobs.
This paragraph from the press release describes the philosophy of the rolling stock.
Should these applications be successful, FirstGroup will make use of its option to commit further investment in new Hitachi trains built in County Durham. This investment will include five battery electric trains for the Stirling route and three battery electric trains for Rochdale, supporting jobs at Hitachi’s Newton Aycliffe plant. For the services between Cardiff and York, it will deploy refurbished Class 222s.
Note.
- The Class 222 trains will run the Euston and Stirling service until the future Hitachi trains are delivered in 2028.
- The Class 222 trains will run the Cardiff and York service from 2028.
- The Class 222 trains have a maximum speed of 125 mph
- Avanti West Coast’s Class 390 trains have a maximum speed of 125 mph.
- Avanti West Coast’s Class 805 trains have a maximum speed of 125 mph on electrification.
- Avanti West Coast’s Class 807 trains have a maximum speed of 125 mph.
- Grand Central Trains’s future Hitachi trains have a maximum speed of 125 mph.
- Hull Trains’s Class 802 trains have a maximum speed of 125 mph.
- Lumo’s current Class 803 trains have a maximum speed of 125 mph.
- LNER’s current Class 800 and 801 trains have a maximum speed of 125 mph.
- LNER’s current InterCity 225 trains have a maximum speed of 125 mph.
- LNER’s future Class 897 trains have a maximum speed of 125 mph.
- All of the trains, with the exception of the Class 222 trains are electric and have been designed for 140 mph running and can do this if there is appropriate 140 mph signalling.
If the Class 222 trains don’t run on the East and West Coast Main Lines, then these lines could introduce 140 mph running in stages to speed up rail travel between London and the North of England and Scotland.
Rochdale And London
These three paragraphs from the press release describe the proposed Rochdale and London service.
The new Lumo service will operate the first direct service since 2000 between Rochdale and London. Services will call at Manchester Victoria, Eccles, Newton-le-Willows and Warrington Bank Quay. Eccles station connects other parts of the city of Salford, including the fast-growing MediaCity area, via the nearby interchange with Metrolink. Services to Newton-le-Willows will deliver greater rail connectivity for St Helens.
There will be three new return services on weekdays and Sundays, and four return services on Saturdays, which will provide 1.6 million people in the north-west with a convenient and competitively priced direct rail service to London, encouraging people to switch from cars to train as well as providing additional rail capacity. It will also deliver material economic benefits for the communities along the route, including regeneration areas such as Atom Valley and the Liverpool City Region Freeport scheme.
The application has been revised to address the ORR’s concerns about network capacity set out in its letter of July 2025 rejecting FirstGroup’s original application. Supported by extensive modelling, the company has identified sufficient space on the network to accommodate the proposed services. Services will also make use of the Government’s recent investment in power supply for the West Coast Mainline (WCML).
In FirstGroup’s Lumo Seeks To Launch Rochdale – London Open Access Service, I gave my thoughts for Lumo’s application last year.
Differences between the two applications include.
- The service will be run by Lumo’s standard battery-electric Hitachi trains.
- The original application was for six return journeys per day, whereas the new application is for three return services on weekdays and Sundays, and four return services on Saturdays.
Note.
- The battery-electric trains will be able bridge the 10.4 mile gap between Manchester Victoria and Rochdale, and return after charging on the West Coast Main Line.
- The battery-electric trains could be useful during engineering works or other disruptions.
- The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
- Is the extra return service on a Saturday to cater for football and rugby fans?
I still feel, that with Lumo’s battery-electric trains one or more services could extend across the Pennines to Hebden Bridge, Bradford Interchange or Leeds. Trains would be recharged for return at Leeds.
Stirling And London
This paragraph from the press release describes the proposed Stirling and London service.
Stirling has a wide catchment area, with an estimated three million people living within an hour’s drive. Extending the current track access agreement for the Stirling route from May 2030 will support the shift from car to rail, and investment in the city, as well as in the service’s intermediate stations which include Larbert, Greenfaulds and Whifflet, thanks to greater connectivity to London. The four return services weekdays and Saturdays, and three on Sundays, on the new route are expected to start early in the company’s 2027 financial year.
In Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026, I gave my thoughts for Lumo’s application in June 2025.
Differences between the two applications include.
- The service will only be run initially by Class 222 trains.
- The service will be run by Lumo’s standard battery-electric Hitachi trains after 2028.
- The original application was for five return journeys per day, whereas the new application is for four return services on weekdays and Saturdays, and three return services on Sundays.
- In the original application, Lumo’s new route was to link London Euston directly to Stirling, also calling at Milton Keynes, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet (serving Coatbridge), Greenfaulds (serving Cumbernauld) and Larbert.
Note.
- The battery-electric trains could be useful during engineering works or other disruptions.
- The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
- Is the extra return service on a Saturday to cater for football and rugby fans?
It should be noted that there are always more return services per day going to Stirling, than Rochdale.
Could The Rochdale and Stirling Services Share A Path?
Consider.
- The two services use the West Coast Main Line South of Warrington Bank Quay station.
- Pairs of Class 803 trains can split and join.
- A pair of Class 803 trains are shorter than an 11-car Class 390 train.
- An 11-car Class 390 train can call in Warrington Bank Quay or Crewe stations.
I believe that the Rochdale and Stiring services could share a path.
- One Weekday service per day would be a single train.
- Going South, the trains would join at Warrington Bank Quay or Crewe stations.
- Going North, the trains would split at Warrington Bank Quay or Crewe stations.
- The pair of trains would share a platform at Euston station.
Operating like this would increase the connectivity and attractiveness of the services, and probably increase the ridership and profitability.
Cardiff And York via Birmingham, Derby And Sheffield
These four paragraphs from the press release describe the proposed Cardiff and York service.
Lumo’s new route between Cardiff and York will join up the entire Great British Railway network, connecting all four main lines from the Great Western Main Line to the East Coast Main Line. The plans will also deliver more capacity and drive passenger demand on a previously underserved corridor.
The application proposes six return services each weekday – a significant increase from the current single weekly service.
Bringing Lumo’s popular low-cost model to the corridor will support local communities between Cardiff, Birmingham, Derby, Sheffield, and York. These cities alone have a combined population of more than 2.5 million people. The new services will give local communities access to jobs and services along the route, in support of significant investment that has already been committed by the Government and private sector. This investment includes the Cardiff Capital Regional Investment Zone, the £140million proposed refurbishment at Cardiff Central station, the West Midlands Investment Zone which is expected to create £5.5 billion of growth and 30,000 new jobs, as well as investment plans in Derby, Sheffield and York.
The ORR will now carry out a consultation exercise as well as discuss the applications with Network Rail to secure the required approvals.
Note.
- Only minimal details are given of the route.
- The TransPennine Upgrade will create a new electrified route across the Pennines between York and Huddersfield via Church Fenton, Leeds and Dewsbury.
- The Penistone Line is being upgraded, so that it will handle two trains per hour.
- In the 1980s, the Penistone Line took InterCity 125s to Barnsley.
- The connection with the Penistone Line at Huddersfield has been upgraded.
I am reasonably certain, that FirstGroup intend to route the York and Cardiff service over this partially electrified route.
Sections of the route will be as follows.
- Cardiff and Westerleigh junction – 38 miles – Electrified
- Westerleigh junction and Bromsgrove – 65.2 miles – Not Electrified
- Bromsgrove and Proof House junction – 15 miles – Electrified
- Proof House junction and Derby – 40.6 miles – Not Electrified
- Derby and Sheffield – 36.4 miles – Not Electrified
- Sheffield and Huddersfield – 36.4 miles – Not Electrified
- Huddersfield and York – 41.9 miles – Electrified
There are only two sections of track, that is not electrified.
- Westerleigh junction and Bromsgrove – 65.2 miles
- Proof House junction and Huddersfield – 113.4 miles
Out of a total of 273.5 miles, I believe in a few years, with a small amount of extra electrification or more powerful batteries, Hitachi’s battery-electric high-speed trains will have this route cracked and the Class 222 trains can be sent elsewhere to develop another route.
I’ve Just Glimpsed The Future Of Train Travel Across The North Of England And I Like It
Yesterday, I had an appointment at Liverpool Lime Street station at four o’clock, so as I hadn’t seen the works for the TransPennine Upgrade for some time, I decided to go the long way round with a change of train from LNER to TransPennine Express at Leeds.
These sections document my day.
London King’s Cross To Leeds In An InterCity 225
I took these pictures on the journey.
Note.
- The 31 InterCity 225 trains were built around 1990.
- They have a capacity of 535 seats, whereas the newer Hitachi Class 801 trains have a capacity of 611 seats. Both trains are nine cars with both First and Standard seats.
- There is more of a step-up and step-down when entering or leaving the trains, compared to the best of today’s trains.
- They are now being phased out in favour of ten new CAF tri-mode Class 897 trains, which should be entering service in 2027.
- No details are available of the seating capacity of these trains, but they could be between 650 and 700, so they could maximise capacity on any LNER route.
Yesterday, the InterCity 225 performed well, although the windows at the seat where I sat, were rather dirty.
Changing Trains At Leeds Station
I changed to TransPennine Exzpress at Leeds station.
- At least, Leeds station, is one of the few in the UK, with a ticket office behind the barrier. Reading station please note this.
- But, I did have to walk across the bridge from one side of the station to the other.
In the end, I caught the TransPennine Express with about thirty seconds to spare.
Between Leeds And Huddersfield Stations
I took these pictures between Leeds and Huddersfield stations.
Note.
- Dewsbury and Huddersfield stations is about eight miles and takes about eight minutes.
- It is virtually a continuous building site, where extra tracks are being inserted.
- Three stations are being rebuilt.
- Overhead electrification is being installed. But except for approaching Huddersfield, there’s not much to be seen.
- OpenRailwayMap gives the maximum speed between Dewsbury and Huddersfield stations as between 60-75 mph.
The ride on my Class 803 train was very quiet and smooth. Was it on battery power or was I sitting in a coach without a diesel engine underneath?
Huddersfield Station
I took these pictures at Huddersfield station.
Note.
- Huddersfield station is Grade I Listed.
- There is a pub in each wing.
- I had a beer in the West Wing.
- There are currently three main through platforms and three bay platforms.
- Extensive works, which will be part of the TransPennine Upgrade, will include electrification, a new roof, a new footbridge, and two extra through platforms.
Huddersfield station will be the jewel in the Costa del Yorkshire.
The Platforms At Huddersfield Station
This OpenRailwayMap shows the platforms in Huddersfield station.
Note.
- The red and black tracks are being electrified.
- Of the current platforms, Platforms 1, 4 and 8 will be electrified.
- The two bay platforms; 5 and 6, will be converted into through platforms.
- Platform 2 is the bay platform in the South-West corner of the map, that is used by the shuttle train from Sheffield.
I am sure extra platforms could be electrified as required, as there must be a good electrical connection at Huddersfield station.
A Tram-Train Service Between Huddersfield And Sheffield Stations
This OpenRailwayMap shows platform 2 at Huddersfield station.
Note.
- Platform 2 is the black track at the right of the two through tracks, that are being electrified.
- Platform 2 is a bay platform close to the Head of Steam pub.
- I estimate that the platform is about 90 metres long.
- I suspect Platform 2 could be lengthened if required.
- Sheffield’s Class 399 tram/trains are 37.2 metres long, so a pair should fit in Platform 2.
- The Class 398 tram/trains can run on battery power and climb hills in South Wales.
- Platform 2 at Huddersfield station could be electrified to charge the tram/trains.
- There could be a significant height difference between Huddersfield and Sheffield stations of about 40 metres, which could be used to charge tram/trains on the way down.
- I feel with some track improvements, that a four trains per hour (tph) service could be run.
The service would call at Meadowhall, Chapeltown, Elsecar, Wombwell, Barnsley, Dodworth, Silkstone Common, Penistone, Denby Dale, Shepley, Stocksmoor, Brockholes, Honley, Berry Brow and Lockwood
The Pair Of Cranes In Huddersfield Station
These can’t be missed in the pictures. But why two massive cranes?
With an old roof to be taken down and a new roof and a footbridge to be lifted into place, I believe Network Rail have decided to bring in two of largest mobile cranes available in the UK, so that all the lifting doesn’t delay the project.
Between Huddersfield And Stalybridge Stations
I took these pictures between Huddersfield and Stalybridge stations.
Note.
- The Class 802 train was running freely along a well-laid track.
- There are four stations between Huddersfield and Stalybridge; Slaithwaite, Marsden, Greenfield and Mossley(Manchester).
- The stations were in reasonable condition, but some needed new footbridges and a bit of refurbishment.
- There was virtually no signs of any foundations for electrification.
This map shows the route.
Note.
- The pink tracks are the Manchester Metrolink.
- The red tracks are electrified at 25 KVAC overhead.
- The red and black tracks are being electrified.
- Huddersfield is indicated by the blue arrow in the North-East corner of the map.
- Stalybridge station is in the South-West corner of the map.
- The pink track in the South-West corner of the map is the Manchester Metrolink branch to Ashton-under-Lyme.
- The route between Huddersfield and Stalybridge is shown as it will will be fully electrified.
- Huddersfield and Stalybridge is 18 miles.
- There are three short tunnels between Huddersfield and Stalybridge.
I wonder, if it would be more affordable to not put up wires between Huddersfield and Stalybridge and use battery-electric passenger trains and hydrogen freight locomotives?
Stalybridge Station
I took these pictures at Stalybridge station.
The station is fully-electrified and has direct services to Huddersfield, Hull, Leeds, Liverpool, Manchester Piccadilly, Manchester Victoria, Newcastlle, Wigan and York.
Will Liverpool Lime Street And Newcastle Be Fully Electrified?
Consider.
- Liverpool Lime Street and Newcastle stations is 180.8 miles.
- Newcastle and Church Fenton stations is 91.4 miles and is fully-electrified.
- Liverpool Lime Street and Stalybridge stations is 39.4 miles and is fully-electrified.
This means that the gap between Church Fenton and Stalybridge stations is just fifty miles.
Real Time Trains indicate that the current Class 802 trains on the route run on diesel between Stalybridge and York stations, which is 60.8 miles.
- Changing power in Stalybridge and York stations means if anything goes wrong passengers can be easily rescued.
- From what I saw on Thursday, it looks like electrification will be completed between Neville Hill depot and Huddersfield.
I wouldn’t be surprised, if they just electrified to the West of Stalybridge and the East of Huddersfield.
That would mean that the 18 miles between Stalybridge and Huddersfield would be run on batteries.
- But it would also avoid electrifying three tunnels.
- How much disruption would be saved, by not electrifying the tunnels?
- Freight trains would use something like a bi-mode Class 99 locomotive, but it would only need a range of 18 miles on diesel.
I can also see improvised bi-mode locomotives being used like this combination of a Class 66 and Class 90 locomotives.
It was certainly doing its job, when I saw the combination at Shenfield.
Do Hitachi Battery Electric InterCity Trains Have Problems?
I asked Google the question in the title of this post and got this answer.
While Hitachi’s battery-powered intercity trains have shown promising results in trials, particularly regarding fuel savings and emissions reduction, there are some potential challenges and considerations. These include safety concerns related to lithium battery fires, especially in the event of a crash or derailment, as well as range limitations for longer journeys. However, the technology is continuously evolving, and Hitachi is actively working to address these issues.
That seems fairly positive.
There is also this article on the BBC, which everybody should read, which is entitled Will New Battery-Powered Trains Replace Diesel, And Are They Safe?.
In The Data Sheet For Hitachi Battery Electric Trains, I look at the data sheet, that Hitachi published in late 2023.
These were my conclusions about the data sheet.
These are my conclusions about Hitachi’s battery packs for Class 80x trains, which were written in November 2023.
- The battery pack has a capacity of 750 kWh.
- A five-car train needs three battery-packs to travel 100 miles.
- A nine-car train needs five battery-packs to travel 100 miles.
- The maximum range of a five-car train with three batteries is 117 miles.
- The maximum range of a nine-car train with five batteries is 121 miles.
As battery technology gets better, these distances will increase.
Hitachi have seen my figures.
They also told me, that they were in line with their figures, but new and better batteries would increase range.
125 mph trains with a 120 mile range on batteries, would revolutionise UK train travel.
LNER’s Class 897 Trains
In the Wikipedia entry for LNER, this is said about LNER’s new ten CAF tri-mode trains.
In November 2023, LNER placed an order for 10 ten-car tri-mode (electric, diesel and battery power) Civity trains from CAF. In August 2024, it was announced that the units will be designated Class 897 under TOPS.
According to their Wikipedia entry, it appears the Class 897 trains will be delivered from 2027.
Can I Build A Schedule For The Introduction Of New Trains, Services and Batteries?
I think that I can from the information that is out there.
- East Coast Main Line – December 2025 – Introduction of Lumo between London King’s Cross and Glasgow
- West Coast Main Line – Spring 2026 – Introduction of Lumo between London Euston and Stirling
- Midland Main Line – 2026-2027 – Introduction of EMR Class 810 trains between London St. Pancras and Leicester, Derby, Nottingham and Sheffield.
- East Coast Main Line – From 2027 – Introduction of LNER Class 897 trains between London King’s Cross and Yorkshire.
Note.
- The two Lumo services use trains already in service.
- The Class 810 trains for EMR are being debugged and introduced at the present time.
- The only new trains are the Class 897 trains for LNER.
- The introduction of the Class 897 trains will allow LNER to withdraw some trains for refurbishment and fitting of batteries.
This would mean that before the next general election, almost the full timetable between London and the North of England and Scotland would have been implemented using diesel-electric technology.
Is it a low-risk start to the full electrification of services to the North?
The second-phase would see battery-electric trains introduced.
I believe that Grand Central’s new trains would be brought into service first.
- The new trains are scheduled to be introduced in 2028.
- Grand Central will still have the diesel trains for backup.
- Their new trains would be similar to the other Hitachi trains.
- It looks like they could be doing some splitting and joining.
After the Grand Central trains had been introduced successfully, the trains for the other Hitachi operators would have batteries fitted.
I suspect short routes like Lincoln would be electrified with battery-electric trains first.
There would also need to be short lengths of electrification erected, so that trains could be charged to send them on their way.
Other routes could also be electrified in the same way.
- Basingstoke and Exeter
- Birmingham and Aberystwyth
- Bristol and Penzance
- Cardiff and Swansea
- Crewe and Holyhead
- Edinburgh and Aberdeen
- Edinburgh and Inverness
- Reading and Taunton
- Swindon and Gloucester
If this technique could work for main lines, surely a scaled down version with smaller trains would work for branch lines.
Conclusion
Consider.
- It looks to me, that someone has planned this thoroughly.
- It all fits together extremely well.
It could be the first phase of a cunning plan to use battery-electric trains to electrify the UK’s railways.
Passengers will also see benefits, from when Lumo runs its first train into Glasgow Queen Street station.
I don’t think Hitachi’s trains have any problems, but there is enough float in this plan to make sure, it can be implemented on time and on budget.
The Anonymous Widower 