Eurostar Orders First Double-Decker Trains
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Eurostar has revealed plans to run double-decker trains through the Channel Tunnel for the first time.
These three paragraphs add more details.
The cross-channel rail operator has confirmed it will order up to 50 trains from manufacturer Alstom, eventually increasing the size of its fleet by nearly a third.
The expansion plans would include investing heavily in a crucial London depot, it said.
But questions remain over whether the facility has enough space for both Eurostar and potential rival operators to use it.
This my solution to the problem outlined in the last paragraph.
Note, that I wrote the software that planned the building of the Channel Tunnel and the rail links to London and was also friends with the project manager of the 1960s attempt to build a Channel Tunnel.
We need more terminal platforms and depot space in the UK to handle Eurostar’s extra trains and the other companies who want to run to London.
We should split services into two groups.
Group 1 would terminate as now in an updated St. Pancras with more passenger handling capacity, which could probably be built over the tracks at the Northern end of the station. Trains would still be stabled at Temple Mills.
Group 2 would terminate at Ebbsfleet International, which would have extra platforms, a new depot, masses of car parking and a coach terminal.
Some trains from both groups could also stop at Ashford International.
To access Ebbsfleet from Central London and also create a Heathrow link to the Channel Tunnel, the Lizzie Line would be extended to Northfleet, where there is space to handle up to eight trains per hour in new platforms built in two disused sidings.
This OpenRailwayMap shows the location of Northfleet and Ebbsfleet stations.
Note.
- Ebbsfleet International station at the bottom of the map.
- The red tracks are High Speed One.
- The orange tracks are third-rail electrified lines.
- The orange tracks going across the map is the North Kent Line.
- Northfleet station is at the right edge of the map on the North Kent Line.
- Northfleet and Ebbsfleet stations are less than a kilometer apart.
- Ebbsfleet has a lot of car parking spaces.
I believe a spectacular cable-car or other link would connect Northfleet and Ebbsfleet stations.
These are some other thoughts.
Ebbsfleet International Station Has Good Motorway Access
This Google Map shows the location of Ebbsfleet International station in relation to the motorways.
Note.
- The A2/M2 road runs across the bottom half of the map.
- The red arrow marks the position of Ebbsfleet International station.
- The Dartford Crossing is a few miles West of the station.
In my last few years, as an Ipswich season ticket holder, I regularly had a lift to Ebbsfleet International from a friend and the route to the station from the M25 and the A2/M2 wasn’t bad.
But it will be getting better.
This map from the Government’s consultation on the Lower Thames Crossing, shows the road layout in a few years.
Note.
- The Lower Thames Crossing is shown in red.
- Ebbsfleet International station is about a mile South of Northfleet
- The new crossing will connect to the A2, a few miles East of the link road to the station.
Travellers from much of the East of and Middle England could use the new crossing to get to Ebbsfleet International station.
These are current times from Google.
- Birmingham – 2 hours and 41 minutes
- Cambridge – 1 hour and 17 minutes
- Edinburgh – 7 hours and 44 minutes
- Fishguard – 5 hours and 29 minutes
- Glasgow – 7 hours and 6 minutes
- Holyhead – 5 hours and 29 minutes
- Hull – 4 hours and 1 minute
- Ipswich – 1 hour and 29 minutes
- Leeds – 3 hours and 55 minutes
- Liverpool – 4 hours and 40 minutes
- Manchester – 4 hours and 28 minutes
- Milton Keynes – 1 hour and 37 minutes
- Newcastle 5 hours and 25 minutes
- Norwich – 2 hours 23 minutes
- Nottingham – 2 hours and 55 minutes
- Peterborough – 1 hour and 54 minutes
- Sheffield – 3 hours and 35 minutes
- Stoke-on-Trent – 3 hours and 25 minutes
- York – 4 hours and 16 minutes
Note.
- I would suspect that the opening of the Lower Thames Crossing will knock 10-15 minutes off these times.
- Edinburgh, Glasgow, Hull, Leeds, Newcastle, Nottingham, Peterborough, Sheffield and York would probably be quicker to Europe with a change to Continental train services at St. Pancras, rather than Ebbsfleet International.
- With improvements to rail services, more of these journeys will be quicker by train.
- High Speed Two should connect Birmingham, Liverpool, Manchester and Stoke-on-Trent to London, by the mid 2030s.
But there are some, who always feel their car is safer in a car park!
Ebbsfleet International Station Has A Large Amount Of Car Parking
This map shows the car parks at Ebbsfleet International station.
Note.
- Some of the parking areas are marked with a P.
- It is easy to pick-up and drop passengers.
- The car parks could be double-decked to add more spaces if needed.
- According to the Ebbsfleet International web site, the station currently has 5225 parking spaces, 68 accessible car parking spaces.
For those that have a lot of luggage or a large family, taking the car to Ebbsfleet International may be the best option.
Ebbsfleet International Station Should Have A Coach Station
Consider.
- In the next few years, hydrogen-powered coaches with a thousand kilometre range will come to dominate the long distance coach market.
- Mercedes and Wrightbus are know to be developing long-distance hydrogen-powered coaches.
- Hydrogen-powered coaches will be able to reach all of England and Wales and a large part of Scotland from Ebbsfleet International.
- Ebbsfleet International is closely connected to the UK motorway network.
- Continental coaches using the Channel Tunnel, could use Ebbsfleet as a coach interchange with the UK.
- Ebbsfleet International could also handle customs services for Continental coach services, which would take the pressure off the Channel Tunnel and the ferries.
- Ebbsfleet International could also have a coach link to Gatwick Airport.
These and other reasons make me feel, that a coach terminal at Ebbsfleet International is essential.
A Green Connection Between The Two Halves Of The European Union For the Gretas Of This World
Consider.
- There is no zero-carbon route between the island of Ireland and Continental Europe.
- Eurostar is all-electric between London and Continental Europe, but only serves a limited number of destinations.
- Low- or zero-carbon ferries are being designed, that run on hydrogen.
- Trains between London and the Irish ferries are diesel-powered.
- The simplest solution would surely be to run hydrogen-powered coaches between Ebbsfleet International and Fishguard and/or Holyhead. Both journeys would take three and a half hours.
Hydrogen-powered coaches are under development by Wrightbus.
I also asked Google AI if anybody is planning zero-carbon ferries between the UK and ireland and received this answer.
Yes, there are plans for zero-carbon ferries between the UK and Ireland, with a specific “Green Corridor” feasibility study underway for the Holyhead to Dublin route, and a separate, separate commuter service project planned between Belfast and Bangor. The Belfast Maritime Consortium is developing the zero-carbon commuter service, and a separate “Green Corridor” feasibility study is assessing potential low-carbon pathways between Holyhead and Dublin
I believe the green connection is feasible, provided the following happens.
- Ebbsfleet International is reopened and developed as a station for Continental Europe.
- The zero-carbon ferries are developed.
- The busmasters from Ballymena deliver the ultimate hydrogen-powered coach.
- Hydrogen and other fuels are made available, where they is needed.
This could do wonders for the economy of the island of Ireland.
Out of curiosity, I did ask Google AI, what is the longest coach route in the UK and received this answer.
The longest scheduled coach journey in the UK is the Scottish Citylink route from Glasgow to Uig on the Isle of Skye (route 915 or 916), which is about 230 miles and takes around 7 hours and 50 minutes. Historically, there have been much longer international bus routes, such as the Penn Overland tour from London to Ceylon, but these were not regular, scheduled services.
So my proposal at five hours and 29 minutes is only a short hop.
I also believe that with good project management that the additional infrastructure could be built by 2030, with little or no disruption to existing services.
Could High Speed Two Serve Chester And North Wales?
This diagram shows High Speed Two services, as they were originally envisaged before Phase 2 was discontinued.
Note.
- Trains to the left of the vertical black line are Phase 1 and those to the right are Phase 2.
- Full-Size trains are shown in blue.
- Classic-Compatible trains are shown in yellow.
- Blue circles are shown, where trains stop.
- The dotted circles are where trains split and join.
- In the red boxes routes alternate every hour.
Click on the diagram to enlarge it.
If I look at the trains counting from the left of the diagram, I see the following.
- Train 4 is a pair of Classic-Compatible trains, that split and join at Crewe, with one train going to Lancaster and the other to Liverpool Lime Street.
- Train 5 is a single Classic-Compatible train going to Liverpool Lime Street.
This gives Liverpool Lime Street two trains per hour (tph) and Lancaster one tph
Could train 5 be a a pair of Classic-Compatible trains, that split and join at Crewe, with one train going to Holyhead via Chester and the other to Liverpool Lime Street?
Consider.
- Yesterday, a pair of Class 805 trains, ran between Euston and Holyhead. Each Class 805 train is 130 metres long, so a pair of Class 805 trains is sixty metres longer than a High Speed Two Classic-Compatible train.
- I am certain, that a single High Speed Two Classic-Compatible train will fit the platforms between Crewe and Holyhead.
- Crewe and Holyhead is 105.5 miles and the route is not electrified.
- Crewe and Holyhead is double-track all the way except for the Britannia Bridge over the Menai Strait.
- With the exception of perhaps 2 to 3 miles, half the route between Crewe and Holyhead has a line speed of 90 mph. with the other half being 75 mph.
- Given the countryside and the number of important historic sites, electrification might be difficult, as the heritage Taliban will say no!
- It was promised by the last government that Crewe and Holyhead would be electrified, but I will assume it won’t be!
- Hitachi, who are part of the consortium building the High Speed Two Classic-Compatible trains have developed battery-electric high speed train technology, which is likely to be applied to the Current Class 805 trains, that work the route.
- Hitachi’s battery-electric high speed train technology can propel the trains at up to 125 mph, provided the track allows it.
I feel that Crewe and Holyhead can be developed into one of the most iconic high speed railways in the world, by using battery-electric high-speed trains. Tourists would come from all over the world, to experience mouse-quiet battery-electric trains.
High Speed Two should go for it!
These are some thoughts.
It Would Be A Green Route To Ireland
Consider.
The fastest direct Avanti service to Holyhead is scheduled to take three hours and forty-two minutes, with one hour and 46 minutes between Euston and Crewe, and one hour and fifty-seven minutes between Crewe and Holyhead.
- High Speed Two will knock thirty-four minutes off the time between Euston and Crewe, when the core route between Euston and Crewe is complete, which will reduce the time to three hours eight minutes, with with one hour and 12 minutes between Euston and Crewe, and one hour and fifty-seven minutes between Crewe and Holyhead.
- The Crewe and Holyhead section of the route would still take one hours and fifty-seven minutes, which is an average speed of just 54 mph, along the North Wales Coast.
- An overall time of three hours between Euston and Holyhead, would require an average speed along the North Wales coast, which would be an average speed of just 62 mph.
- The operating speed is an average of around 80 mph between Crewe and Holyhead, and would run the section of the route in 79 minutes, which would mean a Euston and Holyhead time of two hours and 31 minutes.
- A 100 mph average between Crewe and Holyhead, would run the section of the route in 63 minutes, which would mean a Euston and Holyhead time of of two hours and 15 minutes.
I believe that with track improvements, a more efficient stopping pattern and using Hitachi’s battery technology, that battery-electric High Speed Two Classic-Compatible trains could run between Euston and Holyhead in under two hours.
A fast ferry would complete the route between Holyhead and Dun Laoghaire.
Could More Than One Train Per Hour Be Sent To Chester And North Wales?
Consider.
- Because of the cancellation of Phase 2 of High Speed 2, there are spare paths on High Speed Two between London and the West Midlands.
- If the core section of High Speed Two is extended Northwards to Crewe, as advocated by Dyan Perry of the High Speed Rail Group, that I wrote about in The Future Of HS2 Could Lie In Its Original Vision, this would create extra paths to Crewe.
- If the West Midlands and Crewe section of the High Speed Two route has the same capacity as London Euston and the West Midlands it could handle seventeen tph.
- At present it looks like with the cancellation of Phase 2, the West Midlands and Crewe section will handle just ten tph.
, So there will be seven spare paths between Euston and Crewe!
In fact it will be better than that, as each train could be a pair of Classic-Compatible trains, that split and joined to serve two destinations.
Could A North Wales Service Call At Hawarden Airport?
Hawarden Airport is where Airbus build wings for their aircraft in the UK.This Google Map shows Hawarden Airport.
Note.
- The large runway.
- The various factory buildings.
- The North Wales Coast Line between Chester and Holyhead, runs along the North side of the Airport.
I doubt if Airbus wanted a station, it would be difficult to arrange.
Conclusion
Because of the vacant paths, it would appear that extra services to North Wales and North West England can be fitted in.
The Future Of HS2 Could Lie In Its Original Vision
The title of this post, is the same as that of this article on Railway Gazette.
This is the sub-heading.
High Speed 2 should be rescoped to run from London Euston to Crewe, taking advantage of the lessons learned and supply chain foundations established during Phase 1, says Dyan Perry, Chair of the High Speed Rail Group.
The article has been written by Dyan Perry, who knows her railways and especially high speed ones well.
These two first paragraphs introduce her arguments.
High Speed 2 stands at a defining crossroads. Phase 1 from Old Oak Common to Birmingham has the green light, and under the new leadership of HS2 Ltd CEO Mark Wild the project is undergoing a positive and much needed ’reset’. With around 31 000 jobs currently supported, more than 75% of tunnelling completed and construction underway on two-thirds of HS2’s viaducts, momentum is building again.
This fresh injection of energy is welcome after years of shifting goalposts and cuts to the project’s scope. However, while Phase I pushes ahead, the handbrake has been pulled on the next critical phases of the project: the route from the West Midlands to Crewe and Old Oak Common to London Euston.
In the short term, this may appear fiscally sensible. However, as with all infrastructure investments, the project and potential returns must be viewed through a long-term lens. After all, a half-built railway moulded by short-term decision-making risks squandering investment to date and losing billions of pounds of taxpayers’ money.
The High Speed Rail Group (HSRG) has these recommendations.
- A “Euston to Crewe” Core.
- West Midlands to Crewe must be given the go-ahead before the powers to do so run out. This would provide much needed capacity on the West Coast Main Line.
- Use the lessons learned on Phase 1 to build West Midlands to Crewe more effectively.
- Build a streamlined, cost effective station at Euston.
- HSRG believes a concession let for a London to Birmingham and Crewe railway line, one that takes learning from the High Speed One financing model, could generate between £7·5bn and £10bn in concession value, a significant return for taxpayers.
High Speed Two needs a cohesive long term plan.
I very much agree with what Dyan and the HSRG are saying.
I also have some related thoughts.
High Speed East Coast
I am a Control Engineer by training and I’ve felt for some time, that the some of the bottlenecks on the East Coast Main Line to the South of Doncaster could be solved by intelligent digital signalling.
I believe that the major cities of the North-East of England and Eastern Scotland would be best served by direct high speed trains from London on the East Coast Main Line. I also think, that such an approach would deliver similar times to High Speed Two via Birmingham.
North of York
Just as stations on the West Coast to the North of Crewe will be served by High Speed Two and the West Coast Main Line, stations North of York will be served by trains going up the East Coast Main Line.
The Element Of Competition
I said earlier, that if a 30-year concession were to be sold for the West Coast Main Line, it could raise between £7.5bn and £10bn.
So why not sell a concession for the East Coast Main Line?
A further benefit, is that competition between the two concessions and the budget airlines, might bring down timings and prices, just as competition did in the Railway Races of 1888 and 1895.
High Speed North Wales
I have believed for some time, that there is a need for a zero-carbon (green) route between London and Dublin and ultimately between the Channel Tunnel and Dublin.
The last Conservative government promised to electrify Crewe and Holyhead along the North Wales Coast.
This route could deliver passengers to Holyhead for a zero-carbon high speed catamaran to Dublin.
The EU would be a beneficiary and might like to help fund the route.
Where Will Lumo Strike Next?
Yesterday, First Group reported that they had added more possible services to their network of open-access services.
I gave my view in FirstGroup Acquires London – South Wales Open Access Business And Plans Lumo To Devon.
Their list of possible services and destinations include.
- Hull Trains – London King’s Cross and Beverley via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough, Hull Paragon and Cottingham
- Hull Trains – London King’s Cross and Hull Paragon via Stevenage, Grantham, Retford, Doncaster, Selby, Howden and Brough
- Hull Trains – London King’s Cross and Sheffield via Worksop and Woodhouse
- Lumo – London Euston and Rochdale via Warrington Bank Quay, Newton-le-Willows, Eccles and Manchester Victoria
- Lumo – London King’s Cross and Edinburgh/Glasgow via Stevenage, Newcastle and Morpeth
- Lumo – London Paddington and Carmarthen via Bristol Parkway, Newport, Severn Tunnel Junction, Cardiff Central, Gowerton and Llanell
- Lumo – London Paddington and Paignton via Bath Spa, Bristol Temple Meads, Taunton, Exeter St David’s and Torquay
I believe that all services could be run by identical versions of Hitachi’s high speed Intercity Battery Electric Train, which are described in this page on the Hitachi web site.
The London Paddington and Paignton service would require the longest running without electrification at 210 km. and I don’t believe First Group would have put in a bid, unless they were certain zero-carbon trains with sufficient performance would be available.
Other possible open access services could be.
Hull And Blackpool Airport
Note.
- This could be the first half of a Green Route between the North of England and the island of Ireland, if zero-carbon aircraft can fly from Blackpool Airport.
- Trains would call at Selby, Leeds, Bradford, Huddersfield, Manchester Victoria, Blackburn and Preston.
- Blackpool Airport has good access from Squires Gate station and tram stop, which could be improved.
- Blackpool Airport could be well supplied with green electricity and hydrogen from wind power.
These are distances to possible airports.
- Belfast City – 111 nm.
- Belfast International – 114 nm.
- Cardiff – 143 nm.
- Cork – 229 nm.
- Donegal – 200 nm.
- Derry/Londonderry – 163 nm.
- Dublin – 116 nm.
- Inverness – 228 nm
- Ireland West Knock – 204 nm.
- Kerry – 253 nm.
- Ronaldsway, IOM – 59 nm.
- Shannon – 220 nm.
Note.
- The Wikipedia entry for the all-electric Eviation Alice, gives the range with reserves as 250 nm.
- The Belfast and Dublin airports could be within range of a round trip from Blackpool without refuelling.
- ,Cork, Kerry and Shannon airports may need to go by another airport, where a small battery charge is performed.
- The Isle of Man is surprisingly close.
Blackpool has reasonably good coverage for the island of Ireland.
London Euston And Holyhead
This could be the first half of a Green Route to Dublin, if the trains met a high speed hydrogen-powered catamaran to speed passengers across to Dun Laoghaire.
London King’s Cross And Aberdeen Or Inverness
Why not? But these routes would probably be best left to LNER.
London King’s Cross And Grimsby Or Cleethorpes
In Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route, I talked about how LNER had run a test train to Grimsby and Cleethorpes.
The Government might prefer that an open access operator took the risk and got all the blame if the route wasn’t worth running.
Humberside is very much involved in the energy industry, with several gas-fried power-stations at Keadby.
It might be more efficient in terms of trains and infrastructure, if this service was an extension of the Lincoln service.
London King’s Cross And Scarborough Via Beverley
This would probably be one for Hull Trains, but it would also serve Bridlington and Butlin’s at Filey.
The BBC was running a story today about how holiday camps are making a comeback. Surely, one on a direct train from London wouldn’t be a bad thing. for operators, train companies or holidaymakers.
London King’s Cross And Middlesbrough, Redcar Or Saltburn
As with the Grimsby and Cleethorpes service, the government might think, that this might be a better service for an open access operator.
Teesside is heavily involved in the offshore wind industry and may add involvement in the nuclear industry.
London Paddington And Fishguard, Haverfordwest, Milford Haven Or Pembroke Dock
Note.
- This could be the first half of a Green Route to Southern Ireland, if the trains met a high speed hydrogen-powered catamaran to speed passengers across to Rosslare or an electric or hydrogen-powered aircraft from Haverfordwest Airport.
- These three ports and one airport will feature heavily in the development of offshore wind power in the Celtic Sea.
- RWE are already planning a hydrogen electrolyser in Pembrokeshire, as I wrote about in RWE Underlines Commitment To Floating Offshore Wind In The Celtic Sea Through New ‘Vision’ Document.
- According to the Wikipedia entry for Fishguard Harbour station, it was built as a station to handle ship passengers and is now owned by Stena Line, who run the ferries to Rosslare in Ireland.
- I can see a tie-up between FirstGroup and Stena Line to efficiently transfer passengers between Lumo’s planned service to Carmarthen and Stena Line’s ships to Ireland.
All four secondary destinations would be a short extension from Carmarthen.
Summing Up
Note how energy, a Green Route to Ireland and other themes keep appearing.
I do wonder if running a budget train service to an area, is an easy way of levelling up, by attracting people, commuters and industry.
Have the budget airlines improved the areas they serve?
They’ve certainly created employment in the transport, construction and hospitality industries.
Zero-Carbon Ferries And Short-Haul Aircraft
These will be essential for Anglo-Irish routes and many other routes around the world.
I will deal with the ferries first, as to create a zero-carbon ferry, only needs an appropriate power unit to be installed in a ship design that works.
But with aircraft, you have to lift the craft off the ground, which needs a lot of energy.
This article on Transport and Environment is entitled World’s First ‘Carbon Neutral’ ship Will Rely On Dead-End Fuel, with this sentence as a sub-heading.
The Danish shipping giant Maersk announced it will operate the world’s first carbon-neutral cargo vessel by 2023. The company had promised a carbon-neutral container ship by 2030 but now says it will introduce the ship seven years ahead of schedule following pressure from its customers. While welcoming Maersk’s ambition, T&E says the company is betting on the wrong horse by using methanol which may not be sustainable and available in sufficient amounts.
Note.
- I’d not heard of this ship.
- Pressure from customers brought the date forward by seven years.
- As always, it appears that the availability of enough green hydrogen and methanol is blamed.
Perhaps, Governments of the world should put more teeth in green legislation to ensure that companies and governments do what they say they are gong to do?
But worthwhile developments in the field of shipping are underway.
For instance, I estimate that this Artemis Technologies hydrofoil ferry could take passengers across the 54 nautical miles between Dun Laoghaire and Holyhead in around 90 minutes.
This ferry is being designed and built in Northern Ireland and I can’t believe, it is the only development of its type.
A Fast Green Route To Ireland
I have talked about this before in High-Speed Low-Carbon Transport Between Great Britain And Ireland and I am certain that it will happen.
- Air and sea routes between the UK and the island of Ireland carry a lot of traffic.
- Some travellers don’t like flying. Especially in Boeings, which are Ryanair’s standard issue.
- It is the sort of trip, that will appeal to a lot of travellers and most probably a lot with Irish connections.
- An electric or hydrogen-powered aircraft or a fast surface craft will be able to cross the Irish Sea in a quick time.
- High speed trains and then High Speed Two will consistently reduce the travel times on the UK side of the water.
Cross-water travel routes, be they by aircraft, ferries, bridges or tunnels are generally popular and successful.
Conclusion
Given the opportunity at Fishguard, I can see that FirstGroup next move would be to extend the Carmarthen service to Fishguard Harbour.
High Speed Two To Holyhead
Rishi Sunak has just announced that the North Wales Main Line will be electrified, along with the cancellation of further phases of High Speed Two.
I have written about this topic before in Could High Speed Two Serve Holyhead?.
In that post, I started with this question and answer.
Why?
It could be a way to create a zero- or low-carbon route between the islands of Great Britain and Ireland.
In Could High Speed Two Finish At Lichfield?, I discussed, what might happen if the Birmingham to Manchester leg of High Speed Two were to be scrapped.
This was my main conclusion.
I strongly believe that an upgraded Trent Valley Line linked to a shortened High Speed Two at Lichfield could improve journey times between London, Birmingham and the North.
As the current Holyhead services will pass this junction between the Trent Valley Line and High Speed Two, there is no reason, why they couldn’t take High Speed Two to and from London, if the service was run by High Speed Two Classic-Compatible Trains.
These are further thoughts.
Timings
These would be the times in hours:minutes.
- Bangor – 2:42
- Chester – 1:28
- Holyhead – 3:10
- Llandudno Junction – 2:24
Currently, Holyhead is three hours and forty-five minutes.
Would the Electrification Be Full Or Partial Between Crewe And Holyhead?
This question will be increasingly asked about electrification.
Consider.
- CAF, Hitachi, Siemens and Stadler are all developing battery-electric technology for trains.
- The UK’s first battery-electric train service goes into service tomorrow between Liverpool and Headbolt Lane station.
- Freight locomotives are increasingly being ordered with both electric and diesel power.
- Some of the castles, countryside and other monuments wouldn’t be enhanced, with lots of overhead electrification.
I think it is likely, that electrification will increasingly have gaps for visual, technical or heritage reasons.
Electrification of the North Wales Coast Line with other small improvements could probably reduce the journey time between London and Holyhead to around three hours.
Would There Be Enough Paths On The Trent Valley Line And High Speed Two?
This graphic shows High Speed Two services after Phase 2b is completed.
Note.
- Services shown in blue are run by High Speed Two Full Size trains.
- Services shown in yellow are run by High Speed Two Classic-Compatible trains.
- There are a total of 23 train paths of which eleven would need to go along the Trent Valley Line.
- The three London-Manchester services and the two Birmingham-Manchester services would have to be run by High Speed Two Classic-Compatible trains.
- The second Liverpool train is only a single train, but it could be a pair, that split at Crewe, with one train going to Liverpool and the other to Chester and North Wales.
- All the Avanti West Coast services, currently using the Trent Valley Line would probably be replaced by High Speed Two services.
There would have to be a bit of reorganising, but I suspect an hourly path could be found for a train between London and Holyhead.
A Fast Green Route To The Emerald Isle
Electrification of the North Wales Coast Line with other small improvements could probably reduce the journey time between London and Holyhead to around three hours.
This service could be paired with a fast zero-carbon ferry to the island of Ireland?
Conclusion
I am fairly sure that an HS2 service to Holyhead could be run, once the North Wales Coast Line is electrified.
See Also
Could High Speed Two Finish At Lichfield?
Platform Canopies To Be Renovated For Passengers At Lancaster Station
The title of this post is the same as that of this press release from Network Rail.
These are the first two paragraphs.
Station platform canopies are being renovated at Lancaster to improve passenger journeys on the West Coast Main Line.
Network Rail is investing £9.5m to restore and upgrade the station building for the future.
This picture from Network Rail shows an aerial view of the station.
Note that the camera is looking South.
This picture shows the current canopies.
Network Rail can surely do better on a Grade II Listed Building.
The press release lists that this work will be done.
- Replacing all glazing in the platform canopies
- Repairing and strengthening the structure of the canopy structures
- Repainting across the station
The press release says the work won’t affect train services, but will be done when trains aren’t running.
These are my thoughts.
Lancaster Station and High Speed Two
Lancaster station will be a terminus on the High Speed Two Network.
Note.
- Train 4 , which is a pair of 200 metre High Speed Classic Compatible trains, leaves London Euston and splits at Crewe, with one train going to Liverpool Lime Street and the other to Lancaster.
- Train 12, which runs between Birmingham Curzon Street and Scotland, also calls at Lancaster.
Both trains will be single 200 metre High Speed Classic Compatible trains at Lancaster station and platforms 3, 4 and 5 can handle them.
But how will the Lancaster train terminate?
This map from OpenRailwayMap shows the lines through Lancaster station.
Note.
- The red lines are electrified with 25 KVAC overhead wires.
- In the North-West corner of the station are the bay platforms 1 and 2, which handle Morecambe services.
- West Coast Main Line services between London Euston and Scotland, go through platforms 3 and 4 in the middle of the station.
- On the East side of the station is platform 5 which is on a loop off the West Coast Main Line.
I would expect that the London Euston and Lancaster service will generally terminate in platform 5.
Wikipedia says this about platform 5 and the signalling.
Platform 5, which can be used by both northbound and southbound trains or by terminating services.
All platforms are signalled for arrivals and departures in either direction.
That all sounds very convenient.
There may be some minor changes for the longer High Speed Two trains, but I doubt it would be too challenging.
Onward To Morecambe
The Eden Project North at Morecambe could attract a lot of traffic.
- Lancaster will be just two hours and three minutes from London by High Speed Two.
- There are numerous rail connections from Lancaster to all over the North of England and Scotland.
- Would you drive for two hours to the Eden Project North, if there was a convenient and quicker train?
- Train companies may offer combined tickets for the attraction with rail tickets.
Wikipedia says this about the development and opening of the attraction.
Having been granted planning permission in January 2022 and with £50 million of levelling-up funding granted in January 2023, it is due to open in 2024 and predicted to benefit the North West economy by £200 million per year.
I’ve always wanted to go to the Eden Project in Cornwall, but it’s difficult if you don’t drive.
However, I might manage to get to Eden Project North.
Trains between Morecambe and Lancaster are at least hourly.
- I think they can use any platform at Lancaster.
- Morecambe station has two platforms.
- Morecambe and Lancaster stations are four miles apart, with probably half electrified.
- A battery-electric train could work between Morecambe and Lancaster.
I can envisage two main ways to arrange the connection between Morecambe and Lancaster.
- Trains arrive in Lancaster and passengers for Morecambe catch the next Morecambe train for two stops, that take ten minutes.
- When High Speed Two serves Lancaster from Euston, the shuttle train can wait in the Northern end of Platform 5 and when the High Speed Two train arrives passengers can just walk up the platform to the shuttle.
But if the Eden Project North is as successful as the Cornish original, there is going to be a need for more trains between Morecambe and Lancaster.
This Google Map shows Morecambe station.
Note that the island platform is probably about 160 metres long.
This would accommodate.
- A five-car Class 802 or Class 805 train.
- A pair of four-car Class 319, Class 321 trains.
- A pair of three-car Class 331 trains.
But why not be bold and lengthen at least one platform to the full two hundred metres, so that it can accommodate a High Speed Classic Compatible train?
This would also accommodate.
- A seven-car Class 807 train.
- A pair of four-car Class 331 trains.
All of these electric trains would need the Morecambe branch line to be electrified to Morecambe station.
But the Eden Project North would get the public transport access it needs.
Electrifying To Morecambe
This map from OpenRailwayMap, shows the Morecambe Branch Line between the West Coast Main Line and Morecambe station.
Note.
- The tracks shown in red on the Eastern side of the map are the West Coast Main Line.
- The black lines are the unelectrified tracks of the Morecambe branch line.
- Morecambe station is marked by the blue arrow.
- Much of the Morecambe branch line is single track, with some sections of double track.
- The distance between the West Coast Main Line and Morecambe station is around 2.1 miles.
I don’t think it would be the most challenging of electrifications.
A Green Route To The Isle Of Man And Ireland
This map from OpenRailwayMap, shows the terminal of the Morecambe Branch Line at Heysham Port.
Note.
- There is a rail connection to the West Coast Main Line via Morecambe, which is shown in yellow.
- The port appears to have three berths for ferries.
- There are only a couple of train services per day.
- South of the port is the Heysham nuclear power station, which has a capacity of 2.5 GW.
At a first glance, it would appear, that a rail-served passenger terminal could be built close to the port.
I suspect most passengers using Heysham are travelling with a vehicle.
The problem is also that the ferry crossing to Belfast takes around eight hours and there are faster and more convenient routes.
The ferries could be decarbonised by using ammonia or hydrogen fuel, but I doubt that they would be any faster.
I suspect that getting more passengers to use Heysham for the Isle of Man or Ireland will be a difficult proposition to sell to passengers.
And it is made even more difficult with such an infrequent train service.
Before High Speed Two
Avanti West Coast might like to run a train between Euston and Morecambe for the Eden Project North.
Are National Rail Promoting Theme Parks?
I found this page on the National Rail web site, which is entitled Theme Parks.
It gives a list of most theme parks and their nearest stations.
Does such a page exist for hospitals, cathedrals and other similar groups.
The Anonymous Widower 