The Anonymous Widower

Does The UK Need More Passenger Train Capacity Between London And Scotland?

I went from London Euston to Wigan North Western and Blackpool North stations on Wednesday.

Just after the Bank Holiday, the train to the North, which was going to Glasgow Central,  seemed fairly busy, but I suspect that a few more souls could have been squeezed in.

Coming South in the early evening, there was a lot more space, but those that had gone to Scotland for the Bank Holiday weekend had probably returned.

At the moment, I am getting a lot of adverts like this, when I read The Times on-line.

It looks to me, that Avanti West Coast, are ecouraging travellers to use trains to travel to and from Glasgow.

How Many Anglo-Scottish Trains Are There?

  • Avanti West Coast – 6 tpd – London Euston to Edinburgh Waverley via Birmingham New Street
  • Avanti West Coast – 6 tpd – London Euston to Glasgow Central via Birmingham New Street
  • Avanti West Coast – 1 tph  – London Euston to Glasgow Central via Trent Valley
  • CrossCountry – 1 tph – Plymouth to Edinburgh Waverley
  • LNER – 2 tph – London King’s Cross to Edinburgh Waverley
  • Lumo – 6 tpd – London King’s Cross to Edinburgh Waverley and Glasgow Queen Street
  • Lumo – 4 tpd – London Euston to Stirling
  • TransPennine Express – 1 tp2h – Manchester Airport to Glasgow Central
  • TransPennine Express – 1 tp2h – Manchester Airport to Edinburgh Waverley
  • TransPennine Express – 4 tpd – Liverpool Lime Street to Glasgow Central

Note.

  1. tpd is trains per day.
  2. tph is trains per hour.
  3. tp2h is trains per two hours.
  4. The two Avanti West Coast services via Birmingham New Street alternate.
  5. The Avanti West Coast London Euston to Glasgow Central via Trent Valley service runs 15 tpd.
  6. The two TransPennine Express services from Manchester Airport to Scotland alternate.

My initial estimate is that there are 5 x 15 tph +16 tpd or 91 tpd.

How Many Anglo-Scottish Trains Are There On HS2?

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

Note.

  1. Train 10 runs hourly between London and Scotland via Old Oak Common and Preston and splits at Carlisle with one train serving Edinburgh Waverley and the other Glasgow Central.
  2. Train 11 runs hourly between London and Scotland via Old Oak Common, Birmingham Interchange and Preston and splits at Carlisle with one train serving Edinburgh Waverley and the other Glasgow Central.
  3. Train 12 runs hourly between Birmingham Curzon Street and Scotland and serves Edinburgh Waverley and Glasgow Central alternatively.

It looks like HS2 contributes 5 tph between England and Scotland or 75 tpd.

But as HS2 is currently configured, these Anglo-Scottish trains will still run.

  • CrossCountry – 1 tph – Plymouth to Edinburgh Waverley
  • LNER – 2 tph – London King’s Cross to Edinburgh Waverley
  • Lumo – 6 tpd – London King’s Cross to Edinburgh Waverley and Glasgow Queen Street
  • Lumo – 4 tpd – London Euston to Stirling
  • TransPennine Express – 1 tp2h – Manchester Airport to Glasgow Central
  • TransPennine Express – 1 tp2h – Manchester Airport to Edinburgh Waverley
  • TransPennine Express – 4 tpd – Liverpool Lime Street to Glasgow Central

If these trains continue to run my estimate is that there will be 4 x 15 tph +14 tpd or 74 tpd by classic routes.

This will mean 149 Anglo-Scottish tpd in total.

How Do You Get Between Leeds, Bradford, Sheffield and Hull, and Scotland?

If you look at the diagram, which shows the service pattern for HS2, note the following.

  • HS2 does not provide a service between Leeds, York, Durham, Darlington and Newcastle, and Scotland.
  • HS2 doesn’t connect to Bradford.
  • HS2 doesn’t go past Leeds, but the current LNER services also serve Bradford Forster Square, Harrogate, Shipley and Skipton stations.

There is also no direct trains from the Leeds/Bradford area to Glasgow.

But Consider.

  • The Settle and Carlisle Line runs between Skipton and Carlisle and used to host the Thames-Clyde Expresses that were run by the London Midland & Scottish Railway.
  • The Wikipedia entry for the Thames-Clyde Express is an interesting read.
  • Bradford Forster Square station was recently extended with two platforms , that can handle 10-car trains.
  • Bradford Forster Square station has seven trains per day from London via Leeds.
  • With a reverse at Bradford Forster Square station trains can call at Leeds, Bradford Forster Square and Skipton stations before taking the Settle and Carlisle Line to Carlisle.
  • The Thames-Clyde Express used to take the Glasgow South Western Line to Glasgow Central calling at Dumfries and Kilmarnock.
  • LNER’s Class 897 tri-mode trains will probably be able to handle the Settle and Carlisle and the Glasgow South Western Line, without using the diesel engines.
  • East Midlands Railway’s Class 810 trains, when fitted with batteries, should probably be able to do the same.

There are a lot of possibilities of how the Settle and Carlisle Line can be used to increase zero-carbon connectivity between Glasgow and London.

The route wouldn’t be the fastest route, but it could be one of the most scenic.

 

May 9, 2026 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

The Former Unilever Site At Warrington – 6th May 2026

I went past this site twice yesterday on my way to and from Blackpool.

I took these pictures going Northwards.

And I took these pictures going Southwards.

A quick search of the Internet on my phone revealed.

  • It was a former soap works, that had previously been owned by Unilever.
  • The site was now going to be developed as a data centre.

This OpenRailwayMap shows the railways through the area.

Note.

  1. Warrington Bank Quay station is indicated by the blue arrow in the middle of the map.
  2. The Unilever site is to its North-West.
  3. Warrington Bank Quay station is a major station on the West Coast Main Line and will probably be on High Speed Two, which will share tracks with the West Coast Main Line.
  4. The two East-West lines are not electrified.
  5. Warrington West is a relatively new station, that I wrote about in 2020, in The New Warrington West Station.

This OpenRailwayMap shows the railway lines between Liverpool and the coast in the West and the West Coast main Line in the East.

Note.

  1. The Merseyrail third rail network shown in lilac.
  2. Electrified tracks shown in red.
  3. Tracks without electrification shown in black.
  4. Warrington Bank Quay station indicated by the blue arrow.
  5. The West Coast Main Line (WCML) runs North-South at the Eastern edge of the map.
  6. Wigan North Western station is in the North East corner of the map.
  7. Wigan North Western and Warrington Bank Quay stations are both on the WCML.

Five lines connect the Liverpool local network to the WCML.

  1. The top unelectrified line connects the new Headbolt Lane station to Wigan Wallgate station.
  2. The most Northerly electrified line connects Liverpool Lime Street and Wigan North Western stations via Huyton station.
  3. The second electrified line connects Liverpool Lime Street and Manchester via Newton-le-Willows station.
  4. The most Northerly of the bottom pair of unelectrified lines connects Liverpool Lime Street and Manchester via Warrington Central station.
  5. The final line is a freight line between Liverpool and Manchester along the Mersey. This line runs under the WCML

The last line is likely to be upgraded to become Northern Powerhouse Rail between Liverpool Lime Street and Manchester via Manchester Airport.

This picture shows a freight train passing under Warrington Bank Quay station.

This OpenRailway Map shows how the lines cross to the South of Warrington Bank Quay station.

Note.

  1. The electrified North-South line is the West Coast Main Line (WCML).
  2. There is quite a good amount of space.

Could the junction be designed, so that HS2 trains could go between Manchester and London?

 

 

May 7, 2026 Posted by | Artificial Intelligence, Computing, Energy, Transport/Travel | , , , , , , , , , , , , , , , , , , | Leave a comment

Blackpool North Station Platform Layout

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

This OpenRailwayMap shows the current platform layout at the station.

Note.

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

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

I have some further thoughts.

Do Trains Spend The Night Parked In Blackpool North Station?

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

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

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

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

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

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

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

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

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

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

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

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

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

Consider.

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

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

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

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

Conclusion

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

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

 

 

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

Manchester Piccadilly Station Platform Layout

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

This OpenRailwayMap shows the current platform layout at the station.

Note.

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

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

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

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

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

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

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

Note.

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

Click on the diagram to enlarge it.

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

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

Note.

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

I believe this allows two possible solutions.

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

I will answer this question first.

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

I asked Google AI  and received this answer.

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

Key Details of the Proposed Tunnel:

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

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

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

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

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

The Full Solution

This will entail the following.

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

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

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

The Interim Solution

This will entail the following.

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

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

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

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

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

Note.

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

This second OpenRailwayMap shows Handsacre junction in more detail.

Note.

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

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

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

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

Note.

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

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

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

I asked Google AI  and received this answer.

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

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

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

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

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

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

Consider.

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

These are figures for each timetable.

Current Timetable

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

Interim Timetable

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

Full Timetable

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

How Many Trains Run On Each Section Of HS2?

Current Timetable

None

Interim Timetable

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

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

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

Full Timetable

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

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

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

Conclusions

Theses are my conclusions.

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

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

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

Other possible places would be Chester, Holyhead and Scotland.

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

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

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

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

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

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

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

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

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

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

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

It’s all because of the houses in between.

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

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

8. Stockport Gets A Raw Deal From HS2

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

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

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

9. The Interim Solution Will Work

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

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

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

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

Liverpool Lime Street Station After the Transformation of 2017-18

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

These bullet points serve as sub-headings.

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

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

The Station Has Been Substantially Prepared For High Speed Two

Consider.

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

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

Liverpool Lime Street Station Is Now Effectively Two Five Platform Stations

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

Note.

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

Click the map to show it to a larger scale.

These are some of my pictures of the station.

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

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

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.

  1. Manchester Piccadilly station is at the top of the map .
  2. The station is surrounded by the green tracks of the Manchester Metrolink.
  3. 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.

  1. Macclesfield is in the South-West corner of the map.
  2. Stockport is in the North-West corner of the map.
  3. 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.
  4. 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.

 

 

 

April 21, 2026 Posted by | Artificial Intelligence, Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , | Leave a comment

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.

  1. The red track on the East side of the map is the electrified West Coast Main Line.
  2. The location of Lancaster station is indicated by a blue arrow.
  3. Morecambe, where the Eden Project North is being developed and the important port of Heysham are on the coast to the West of Lancaster.
  4. Oxenholme station is towards the North-East corner of the map, on the main line.
  5. The Windermere branch connects to the main line at Oxenholme station.
  6. 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.

 

April 20, 2026 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , | Leave a comment

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.

  1. It stops at Crewe, Warrington Bank Quay, Wigan North Western and Preston stations.
  2. An HS2 service could serve Blackpool North station perhaps four or five times a day.
  3. To save paths, it could join and split at Crewe with one of the Manchester services.
  4. If Blackpool North station were On HS2, it could stop at Old Oak Common station.
  5. Blackpool North station now has a connection to Blackpool tramway.
  6. Platforms at Blackpool North station can take an 11-car Pendolino or  8-car 200 m. HS2 train.
  7. HS2 would shorten the journey time to London, by about 30-40 minutes.
  8. The Blackpool tramway would be expanded to bring travellers to HS2.
  9. It might help to level-up Blackpool and the surrounding area.
  10. I don’t think there would be any pathing issues.

I feel this could be an interesting possibility.

April 19, 2026 Posted by | Transport/Travel | , , , , , , , , , , | Leave a comment

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.

  1. There are no trains South of Milton Keynes Central
  2. There is a Rail Replacement Bus between Milton Keynes Central and Bedford.
  3. 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.

  1. The two Bedford stations ; Bedford and Bedford St. Johns are in the North East corner of the map.
  2. Milton Keynes Central station is on the Western edge of the map.
  3. The Marston Vale Line, which is shown in yellow, links Milton Keynes Central and the two Bedford stations.
  4. The track shown in red, going through Milton Keynes Central is the West Coast Main Line.
  5. The track shown in orange, going North South through Bedford is the Midland Main Line.
  6. The Midland Main Line appears to be running normally between Bedford and St. Pancras. This is according to Real Time Trains.
  7. The Marston Vale Line should be running new Class 196 trains, but it is not due to a door opening dispute with the trains.
  8. 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.

  1. The West Coast Main Line is on the West side of the map.
  2. Bletchley station is indicated by the blue arrow at the bottom of the map.
  3. To the East of the station is Bletchley flyover, which is labelled “Summit of Bletchley Flyover.
  4. 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?

 

April 3, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , | Leave a comment

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.

  1. You could of course still join in London.
  2. I might go to Birmingham on Chiltern, as I prefer the trains to Avanti West Coast.
  3. There are lots of shows and exhibitions in Birmingham.
  4. 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.
  5. Birmingham International has regular connections to Aberystwyth, Bournemouth, Pwllheli, Shrewsbury and Wrexham General.
  6. 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.

February 20, 2026 Posted by | Transport/Travel | , , , , , , , , , | 1 Comment

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