The Anonymous Widower

Approach To Blackpool North Station – 6th May 2026

I took these pictures as my train yesterday approached Blackpool North station.

 

Note.

  1. Blackpool North station has six platforms.
  2. The platforms are 277, 277, 217, 205,203 and 205 metres long respectively.
  3. It appears that 9-car Pendolinos can use Platforms 1-3.
  4. It appears that 11-car Pendolinos can use Platforms 1-2.
  5. It appears that HS2 Classic-Compatible trains will be able to use Platforms 1-3.

This OpenRailwayMap shows the layout of the train and tram tracks.

Note.

  1. Blackpool North station is indicated by the blue arrow in the middle of the map.
  2. The pink tracks are the Blackpool tramway.
  3. The black tracks in the North-East cornet of the map are the extensive Blackpool Carriage Sidings.

I took these pictures as I approached the station.

Note.

  1. Blackpool carriage sidings are extensive.
  2. There is even a train washer.
  3. Manchester are advertising their new Bee Network.
  4. Blackpool North station can handle 11-car Pendolinos.

Could trains like Pendolinos and HS2 Classic-Compatible trains have their overnight servicing in Blackpool, before they start their day with a fast service to London Euston starting with stops at Poulton-le-Fylde, Preston, Wigan North Western, Warrington Bank Quay and Crewe stations?

It does look to me, that Blackpool North station could be used much more efficiently, now that it is fully-electrified and Avanti have a fleet of 7-car Class 807 trains.

 

 

May 7, 2026 Posted by | Transport/Travel | , , , , , , , , , , | Leave a comment

Could HS2 Trains Continue To Wales?

The title of this post is the same as that of this article on New Civil Engineer.

This is the sub-heading.

North Wales business group Growth Track 360 has recently renewed its calls for electrification of the North Wales Main Line to accommodate HS2 trains.

These two paragraphs add some more detail.

The group is pushing for electrification of the North Wales Main Line to Crewe and Warrington, which would allow HS2 trains to run directly from London and Birmingham to Chester and beyond.

It has also commissioned a series of conceptual artworks to help the public visualise the proposed improvements. Produced by Nataliia Marchuk, a Ukrainian Fine Arts undergraduate at the University of Chester, the first shows an HS2 train passing Conwy Castle on an electrified North Wales Main Line.

The article dates from May 2022, so it is a bit old now, but transport in Wales is moving on.

On the Growth Track 360 web site, I found this mission statement.

Growth Track 360 has been launched to secure £1bn of rail improvements, which would transform the North Wales and Cheshire regional economy and deliver 70,000 new jobs over 20 years.
It’s being led by a cross-border alliance of business, political and public sector leaders.
If successful, it would lead to a massive boost to the North Wales, Cheshire and Wirral economies, linking them with the planned HS2 line between London and the North of England.

This OpenRailwayMap shows the railways in the area.

Note.

  1. The lilac tracks are Merseyrail’s third rail network.
  2. The lilac knot in the North-West corner of the map is the city of Liverpool.
  3. The red tracks are electrified with 25 KVAC overhead and connect Liverpool to Manchester in the East and Crewe in the South-East corner of the map.
  4. The black tracks are not electrified.
  5. The blue arrow marks the position of Chester.
  6. The lilac line going North from Chester is the Borderlands Line to Liverpool.
  7. Chester and Crewe are a distance of just over twenty-one miles.

Looking at the route on Google maps, I don’t think to electrify between Crewe and Chester will be the most difficult of projects.

The Advantage Of Electrifying Between Crewe and Chester

In How Far Will A Class 897 Train Travel Without Using The Electrification?, I showed that that these new tri-mode trains have a range of 120 miles.

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.

It looks like Great British Railways will have at least two 125 mph, 120 mile range express trains away from the wires.

These are distances from Chester.

  • Holyhead – 84.4 miles
  • Bangor – 59.7 miles
  • Llandudno Junction – 44.7 miles

It would appear that electrifying between Crewe and Chester will be an insurance policy to make sure, that battery-electric trains can serve Holyhead.

Electrifying between Crewe and Chester, will also ensure, that any battery-electric train leaves Chester with a full battery.

Are There Any Battery-Electric High Speed Trains?

I asked Google AI, this question and received this answer.

Yes, battery-electric high-speed and intercity trains are entering service, primarily in Europe. While many battery trains are designed for regional speeds, Hitachi Rail offers intercity battery trains capable of high speeds and over 70 km ranges. In 2026, the UK’s Great Western Railway (GWR) launched a record-breaking, fast-charging battery train with a 200-mile range.

Key Developments in Battery Trains:

Hitachi Rail Intercity Battery Trains: These trains can operate at intercity speeds, designed for both electrified and non-electrified routes, enhancing sustainability without sacrificing performance.

GWR Class 230 Battery Train: This UK-based, three-car train achieved a world record of over 200 miles on a single charge in 2025.

Rapid Charging Technology: The GWR train uses a 2,000kW fast charger, allowing it to recharge in just over three minutes while stopped at a station, making it suitable for extending electrical service without full, expensive track electrification.

Regional Battery Trains: Beyond the UK, Hitachi’s battery trains (Full battery, Hybrid, Tri-brid) are part of a broader shift in Europe toward lowering emissions. In Argentina, battery-electric units are also used for regional services, designed to operate with solar-powered charging.

These developments show a move towards using battery technology to reduce reliance on diesel trains on partially electrified lines.

How Long Will HS2 Take To Go Between London Euston And Holyhead?

Consider.

  • Sources like the House of Commons Library give HS2 times of 56 minutes between London Euston snd Crewe.
  • Avanti West Coast’s Class 805 trains take two hours and two minutes between Crewe and Holyhead.

I don’t think that a sub-three hour journey is unreasonable.

Is A Green Route Between London And Dublin Possible?

As we’re more likely to see a zero-carbon ferry, than a zero-carbon airliner. Yes!

April 27, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , , , | 1 Comment

Making The Most Of What Is Left Of High Speed Two

High Speed Two is in a bit of a mess.

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 stations, where trains split and join.
  5. In the red boxes routes alternate every hour.

Click on the diagram to enlarge it.

The Eastern Leg Has Been Cancelled

This means that these trains have been cancelled.

  • Train 15 – 200 m HS2 FS – Birmingham Curzon Street and Leeds via East Midlands Hub
  • Train 16 – 200 m HS2 FS – Birmingham Curzon Street and Leeds via East Midlands Hub
  • Train 17 – 200 m HS2 CC – Birmingham Curzon Street and Newcastle via East Midlands Hub, York, Darlington and Durham
  • Train 18a – 200 m HS2 CC – London Euston and Sheffield via Old Oak Common, East Midlands Hub
  • Train 18b – 200 m HS2 CC – London Euston and Leeds via Old Oak Common and East Midlands Hub
  • Train 19 – 400 m HS2 FS – London Euston and Leeds via Old Oak Common and East Midlands Hub
  • Train 20 – 400 m HS2 FS – London Euston and Leeds via Old Oak Common, Birmingham Interchange and East Midlands Hub
  • Train 21a – 200 m HS2 CC – London Euston and Sheffield via Old Oak Common, East Midlands Hub and Chesterfield
  • Train 21b – 200 m HS2 CC – London Euston and York via Old Oak Common and East Midlands Hub
  • Train 22 – 200 m HS2 CC – London Euston and Newcastle via Old Oak Common and York
  • Train 23 – 200 m HS2 CC – London Euston and Newcastle via Old Oak Common, York, Darlington and Durham

Note.

  1. All trains are one train per hour (tph)
  2. Train 18 splits and joins at East Midlands Hub, so runs as a 400 m train between London Euston and East Midlands Hub.
  3. Train 21 splits and joins at East Midlands Hub, so runs as a 400 m train between London Euston and East Midlands Hub.
  4. There are now no Birmingham and Leeds services.
  5. There are six spare HS2 paths between London Euston and Birmingham.

In my opinion, the big losers are travelers between Leeds and Birmingham, as travelers between London and Leeds can use the East Coast Main Line, which caters for several destinations in Yorkshire and the North-East.

Services Between London Euston and Birmingham

Services between London Euston and the Birmingham area are as follows.

  • Train 1 – 400 m HS2 FS – London Euston and Birmingham Curzon Street via Old Oak Common
  • Train 2 – 400 m HS2 FS – London Euston and Birmingham Curzon Street via Old Oak Common and Birmingham Interchange
  • Train 3 – 400 m HS2 FS – London Euston and Birmingham Curzon Street via Old Oak Common and Birmingham Interchange
  • Train 7 – 400 m HS2 FS – London Euston and Manchester Piccadilly via Old Oak Common, Birmingham Interchange and Manchester Airport
  • Train 11a – 200 m HS2 CC – London Euston and Edinburgh Waverley via Old Oak Common, Birmingham Interchange , Preston, Carlisle and Edinburgh Haymarket
  • Train 11b – 200 m HS2 CC – London Euston and Glasgow Central via Old Oak Common, Birmingham Interchange , 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

Note.

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

There are 5 x 400 metre trains and 1 x 200 metre train.

Services Between London Euston and Manchester

Services between London Euston 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.
  4. All these services will join the Trent Valley Line at Handsacre junction.

There are 3 x 400 metre trains and 3 x 200 metre train.

Services Between London Euston and Liverpool, Lancaster and Scotland

Services between London Euston and Liverpool, Lancaster and Scotland are as follows.

  • 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 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 Interchange , Preston, Carlisle and Edinburgh Haymarket
  • Train 11b – 200 m HS2 CC – London Euston and Glasgow Central via Old Oak Common, Birmingham Interchange , 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

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.
  6. All these services will join the Trent Valley Line at Handsacre junction.

There are 3 x 400 metre trains and 2 x 200 metre train.

 

How Many Services Ran Between London And Lancashire, Liverpool and Manchester In The Proposed Timetable?

  • Train 4a – 200 m. HS2 CC – London Euston and Lancaster
  • Train 4b – 200 m. HS2 CC – London Euston and Liverpool
  • Train 5 – 200 m. HS2 CC – London Euston and Liverpool
  • Train 6 – 200 m. HS2 CC – London Euston and Macclesfield
  • Train 7 – 400 m HS2 FS – London Euston and Manchester Piccadilly
  • Train 8 – 400 m HS2 FS – London Euston and Manchester Piccadilly
  • Train 9 – 400 m HS2 FS – London Euston and Manchester Piccadilly

Note.

Macclesfield may be in Cheshire, but for my purposes in this calculation, it’s also in South Manchester.

 

There are 4 x 400 metre trains and 2 x 200 metre train.

But as I stated in Manchester Piccadilly Station Platform Layout, until the track and the tunnel to Manchester Airport and Manchester Piccadilly is built, 400 m HS2 Full-Size will have to be replaced by 200 m HS2 Classic Compatible trains, as no other train will fit the existing Manchester Piccadilly station.

This would mean that 6 x 200 m HS2 Classic Compatible trains will run.

I can turn these two schedules into seats per hour.

Consider.

  • The current service is 3 x 11-car Pendolinos per hour, which is 607 seats per train or a total of 1821 seats per hour.
  • A 200 metre HS2 Full-Size and a 200 metre HS2 Classic Compatible train, both have 504 seats.

This means that the proposed timetable has 5040 seats, but only 3528 seats, if HS2 FS trains can’t be used and have to be replaced by 200 metre HS2 Classic Compatible train.

I can build this table.

  • Current – Pendolinos – 1821 seats per hour.
  • Interim – Using 200 metre HS2 Classic Compatible trains – 3528 seats per hour – This is a 94 % increase over the current figure.
  • Full – Using 200 metre HS2 Full Size trains in tunnels to Manchester Piccadilly – 5040 seats per hour – This is a 177 % increase over the current figure.

Note.

In Manchester Piccadilly Station Platform Layout, I stated that it is my belief, that an Interim timetable can be achieved by replacing all 11-car Pendolinos by 200 metre HS2 Classic Compatible trains.

Could More Capacity Be Added By Adding A Blackpool Service?

In Blackpool North Station Platform Layout, I looked at the possibilities of adding a Blackpool service to HS2.

This was my 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.

Adding two pairs of 200 metre HS2 Classic-Compatible Trains between London Euston and Blackpool every hour, would add 1008 seats.

If it is possible to add two pairs of 200 metre HS2 Classic-Compatible Trains, my table would be as follows.

  • Current – Pendolinos – 1821 seats per hour.
  • Interim – Using 200 metre HS2 Classic Compatible trains – 5544 seats per hour – This is a 204 % increase over the current figure.
  • Full – Using 200 metre HS2 Full Size trains in tunnels – 7056 seats per hour – This is a 287 % increase over the current figure.

I must admit, the percentage increases have surprised me, but I have checked and checked them.

Is The Interim Solution Plus Two Trains Between London Euston And Blackpool North The Solution?

Consider.

  • Crewe, Warrington Bank Quay, Wigan North Western and Preston, get two extra services to London Euston, Old Oak Common and Birmingham Interchange.
  • All trains will be 200 metre HS2 Classic Compatible trains.
  • Crewe, Warrington Bank Quay, Wigan North Western and Preston, Manchester Piccadilly will not need major upgrades.
  • Manchester Airport would not be served initially, but a tunnel connecting Crewe, Manchester Airport and Manchester Piccadilly could be added later.
  • There is no connection between Birmingham and Leeds and the East Midlands.

Could HS2 Serve Holyhead?

In Could HS2 Trains Continue To Wales?, I show that if Crewe And Chester Is Electrified, then a HS2 Classic Compatible train fitted with batteries should be able to go between London Euston and Holyhead in a couple of minutes under three hours.

It could be a good start!

 

April 27, 2026 Posted by | Transport/Travel | , , , , , , , , , , , , | 1 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

How Will HS2 Classic Compatible Trains Be Tested?

As there has been some scare stories on this, I thought I had better ask Google AI for a second opinion.

This was the reply I received.

HS2 classic compatible trains (Class 895) will undergo rigorous, phased testing starting in 2027, including static checks in climate chambers and low-speed facilities, followed by dynamic testing on a 50-mile section of the new HS2 line. These tests, conducted at up to 360 km/h (225 mph), ensure compatibility with new high-speed infrastructure and existing network interfaces.

Key Testing Stages & Locations:

Static Testing: Initial tests conducted at production sites in Derby, involving climate chambers to test systems in extreme temperatures and at low-speed test tracks.

Dynamic Testing (Mainline): High-speed tests will occur on a ~50-mile (~80 km) section of the new high-speed line between Washwood Heath in Birmingham and the north portal of the Wendover green tunnel, focusing on braking, power, and signalling systems.

Infrastructure Compatibility: Testing includes extensive checks at the Rail Innovation & Development Centres (RIDC) and validation of the train-track interface, especially for “good vehicle-track interaction”.

International Testing: Specialized tests, such as those at the Velim test centre in the Czech Republic, will be utilized.

Existing Network Testing: Because these trains must run on the existing West Coast Main Line (WCML), they will be tested for interoperability on traditional tracks.

Focus Areas:

Performance: Validating that trains can handle speeds of 360 km/h and high acceleration.

Integration: Testing of signaling, power, and communication systems together.

Safety: Verification of braking systems and emergency systems.

Accessibility & Design: Physical mock-ups have been used for user group testing regarding cabin layout.

These tests are critical as the Class 895 trains are a joint project between Hitachi and Alstom, designed to run both on new high-speed lines and older, conventional lines (Classic Compatible).

These are some of my observations.

Where Is The North Portal Of The Wendover Green Tunnel?

This Google Map shows its location.

It would appear that North Portal of the Wendover Green Tunnel, is conveniently close to Wendover station.

This OpenRailway Map gives a larger view.

Note.

  1. HS2 is shown as dotted red tracks.
  2. Chiltern is shown in yellow.
  3. Wendover station is indicated by a blue arrow.

I suspect the portal is near the top of the map.

But looking at the roads and the station, it could be an interesting place to get close to HS2 infrastructure and trains under test.

April 26, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , | Leave a 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

Ministers Sack Top Rail Adviser Who Spoke Out Over HS2 Train Debacle

The title of this post, is the same as that of this article on The Times.

This is the sub-heading.

Chris Gibb, an industry veteran, said plans to shorten HS2 trains would likely inflate costs, slow services beyond Birmingham and result in fewer seats

These three paragraphs add more details.

A leading government adviser has been fired for criticising Whitehall plans to reduce the length of HS2 trains, it can be revealed.

Chris Gibb, a non-executive director of the nationalised train operator, is understood to have had his contract terminated by ministers this weekend after allegedly breaching media engagement rules.

Gibb was appointed to the board of the Department for Transport Operator Limited (DFTO) in 2020, having worked in the rail industry for more than 40 years. DFTO is the state-owned company that oversees train companies as they are brought into full public ownership.

This paragraph appears to detail what Gibb has said that caused offence.

Gibb said there was “no doubt that if HS2 opened by replacing 11-coach Pendolinos with eight-coach trains, these would be full and leave people behind on day one”.

So I will audit, what he said.

Now that Leeds is not going to be served by HS2, Manchester Piccadilly, is the only station other than Birmingham Curzon Street, that will terminate 400 m. trains, and the Birmingham station will be brand-new, so hopefully, that will be designed for the right capacity.

Manchester Piccadilly currently handles three trains per hour from London.

  1. Milton Keynes Central, Rugby, Stoke-on-Trent, Macclesfield and Stockport
  2. Nuneaton, Stoke-on-Trent and Stockport
  3. Stafford, Crewe, Wilmslow and Stockport

Trains are usually Class 390 11-car Pendolino with 607 seats

These will be replaced by.

  1. 200m. train – Euston and Macclesfield via Old Oak Common, Stafford and Stoke-on-Trent.
  2. 400m. train – Euston and Manchester Piccadilly via Old Oak Common, Birmingham International and Manchester Airport.
  3. 400m. train – Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport.
  4. 400m. train – Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport.

Trains will be 200m 8-car HS2 train which will have 504 seats. 400m trains will be two trains running as a pair.

I can add up the hourly seats.

 

Currently, if the three trains per hour are 11-car Pendolinos, then the hourly London-Manchester capacity is 1821 seats.

On HS2, if the four and a half trains per hour are 8-car HS2 trains, then the hourly London-Manchester capacity is 9 x 504 or 4536 seats, or a 149% increase in capacity.

  • And HS2 doesn’t serve Macclesfield, Stockport or Wilmslow!
  • Four 200m. HS2 trains would give a 121 % increase in capacity.
  • Perhaps, as there is spare capacity on HS2 between Crewe and London, another service could be fitted into the hourly scheme of things.

How about Blackpool?

How Many 8-car HS2 Trains Would Be Needed To Replace The Capacity Of The Current Service?

To provide an hourly London-Manchester capacity of 1821 seats with 8-car HS2 trains would need around 3.6 trains.

Even in the unreal world that in which politicians exist, I doubt fractions of a train exist.

So I suspect, a practical timetable could be.

  1. 200m. train – Euston and Macclesfield via Old Oak Common, Stafford and Stoke-on-Trent.
  2. 200m. train – Euston and Manchester Piccadilly via Old Oak Common, Birmingham International and Manchester Airport.
  3. 200m. train – Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport.
  4. 200m. train – Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport.

This would be 2016 hourly seats, which is an increase of about 10 %

Please check my figures, as they could explain a lot.

 

 

 

April 19, 2026 Posted by | Design, Transport/Travel | , , , , , , , , , , , , , , , | 3 Comments

Completing Northern Powerhouse Rail

The Northern Powerhouse Rail/High Speed Two Connection To Manchester Airport Station

This OpenRailwayMap shows the rail connections that terminate at Manchester Airport station.

Note.

  1. The two runways are clearly shown.
  2. Manchester Airport station is indicated by the blue arrow near the top of the map.
  3. The orange tracks are rail lines.
  4. The green lines are Manchester Metrolink tracks.
  5. Rail and tram services approach the airport station from the East.
  6. The red dotted line is the current proposed path of Northern Powerhouse Rail/High Speed Two
  7. The black dotted line appears to be an extension of the tram line to the airport.

This second OpenRailwayMap shows the lines around the airport station to a larger scale.

Note.

  1. Manchester Airport station is indicated by the blue arrow at the bottom of the map.
  2. The orange tracks are rail lines.
  3. The green lines are Manchester Metrolink tracks.
  4. The red dotted line is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  5. The Manchester Metrolink now makes a loop around the Airport.

I think the following will happen.

  • A large proportion of passengers and staff travelling between Manchester Airport and Manchester City Centre will use Northern Powerhouse Rail/High Speed Two.
  • Passengers and staff, who live locally will use the Manchester Metro loop.
  • Northern Powerhouse Rail/High Speed Two will replace some of the current train services.
  • Some services on the Castlefield Corridor will migrate to Northern Powerhouse Rail/High Speed Two.

There could be as many as twelve trains per hour (tph) between Manchester Airport and Manchester City Centre on Northern Powerhouse Rail/High Speed Two. But a new urban line like that, which was mostly in a tunnel could probably handle 20 tph.

Manchester Airport And Crewe

This OpenRailwayMap shows the railways between Manchester Airport and Crewe stations.

Note.

  1. Manchester Airport station is indicated by the blue arrow at the top of the map.
  2. The orange tracks are rail lines.
  3. The red track going down the left hand side of the map is the West Coast Main Line.
  4. The green lines are Manchester Metrolink tracks.
  5. The red dotted line is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  6. Crewe station is at the bottom of the map in the middle.

There could be as many as 12 tph between Manchester Airport and Crewe.

Manchester Airport And Manchester Piccadilly

This OpenRailwayMap shows the railways between Manchester Airport and Manchester Piccadilly stations.

Note.

  1. Manchester Airport station is in the South-West corner of the map.
  2. The orange tracks are existing rail lines.
  3. The green lines are Manchester Metrolink tracks.
  4. The red dotted line going up the middle of the map is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  5. Manchester Piccadilly station is at the Northern end of Northern Powerhouse Rail/High Speed Two.

This OpenRailwayMap shows the City Centre between Manchester Piccadilly and Manchester Victoria stations.

Note.

  1. Manchester Piccadilly station is in the South-East corner of the map.
  2. The red dotted lines creeping into the map is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  3. All the platforms in Manchester Piccadilly station can be picked out, with the Castlefield Corridor breaking away to the West.
  4. The current plans will need demolition of buildings to the North of Manchester Piccadilly station.
  5. Manchester Victoria station is in the North-West corner of the map.
  6. The green line of the Manchester Metrolink route picks out the walking route between Manchester’s two main stations.
  7. About halfway between Manchester Piccadilly and Manchester Victoria stations is the open space of Piccadilly Gardens.

This Google Map shows Piccadilly Gardens.

Note.

  1. The Manchester Metrolink running through.
  2. There are two Metrolink stops ; Market Street and Piccadilly Gardens, in the area.
  3. It appears any stop on the Manchester Metrolink can be reached with no more than a single change from one of these two stops.

Looking at the map showing Victoria and Piccadilly stations, I wonder, if a Lizzie Line of the North could be built under Manchester City Centre.

  • There would be underground platforms at Piccadilly station, with two through platforms and two to terminate trains from the South.
  • Local services from Piccadilly station could continue as now, although services to Manchester Airport could be simplified.
  • There would be an underground station at Piccadilly Gardens with two through platforms , to connect with an expanded Manchester Metrolink, buses and walking routes.
  • There would be underground platforms at Victoria station, with two through platforms and two to terminate trains from the East.
  • Local services from Victoria could continue as now.
  • There could be as many as 12 tph between Manchester Victoria, Piccadilly Gardens, Manchester Piccadilly and Manchester Airport.

Just as the Lizzie Line was slotted into London, with the minimum of disruption, I am fairly certain, a similar but smaller construction process could be carried out in Manchester City Centre.

  • Manchester doesn’t have an Underground to avoid.
  • The stations could be very similar to each other and like Custom House station on the Lizzie Line, they could be built with giant concrete Lego.
  • There would only be four stations to create.
  • The tunnel would be about fifteen miles at most.
  • The tunnel would not need to be electrified as the trains could run on batteries.

As a Manchester Rail Tunnel has been talked about for decades, I suspect there is a big knowledge base of ground conditions, which would help with the design and construction.

Between Manchester Victoria And Leeds

Consider.

  • The electrification between Manchester Victoria and Stalybridge stations has recently been switched on.
  • Part of the electrification between Leeds and York stations has been switched on.
  • Full electrification is being installed between Leeds and Manchester Victoria stations.

This OpenRailwayMap shows the Huddersfield Line between Manchester Victoria station and a few miles short of Huddersfield station.

Note.

  1. Manchester Victoria station is indicated by the blue arrow in the South-West corner of the map.
  2. Huddersfield station is just off the map in the North-East corner.
  3. Manchester Victoria and Stalybridge stations is fully electrified and shown in red.
  4. Stalybridge and Huddersfield stations is being electrified and is shown as black and red dotted.
  5. Electrification between Huddersfield and Leeds is underway under the TransPennine Upgrade.

This section will be completed, when the Manchester City Centre Rail Tunnel is connected to the Huddersfield Line.

Connecting The Manchester City Centre Rail Tunnel To The Huddersfield Line

This Google Map shows where the Huddersfield Line crosses the M60 Motorway to the West of Ashton-under-Lyme.

Note.

  1. The newly-electrified Huddersfield Line runs across the map.
  2. The M60 Motorway is on the left.
  3. There are facilities for athletics, cricket and football.

I wouldn’t be surprised if the Eastern portal of the Manchester City Centre Rail Tunnel was in this area.

But looking at Google  Maps between this site and Manchester Victoria, there are other sites.

Conclusion

I now feel that it is possible to create a Northern Powerhouse Rail/High Speed Two route using a tunnel under Manchester.

Obviously, there is more work to be done.

August 15, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 3 Comments

Darlington Station – 26th June 2025

I visited Darlington station, three times on my trip.

These pictures are in chronological order.

Note.

  1. The station is being given a major upgrade, so it can handle more trains.
  2. The station has a large number of top-quality Victorian features.
  3. The station is Grade II* Listed.
  4. Inside the enormous train-shed are two long platforms, that handle most of the trains and two South-facing bay platforms.
  5. Two new platforms, which are numbered 5 & 6,  and possibly a double-track avoiding line are being added outside the train-shed on the East side.
  6. In images with a comment saying Note Platform 5, the new long electrified Platform 5 can be seen.
  7. Platform 5 appears to be already electrified at its Southern end.

These three OpenRailwayMaps shows the future layout.

 

The first OpenRailwayMap shows the junction, where the branch to Newton Aycliffe, Shildon and Bishop Auckland connects.

Note.

  1. The red tracks are electrified and indicate the East Coast Main Line.
  2. The track curving off to the North-West is the Bishop Auckland Branch.
  3. The black tracks are not-electrified.
  4. The Bishop Auckland Branch is shown dotted black and red, as it will be electrified, so that Hitachi can get their new trains to the East Coast Main Line.
  5. The two tracks of the East Coast Main Line are very straight and the map shows them to have a 125 mph operating speed.

The second OpenRailwayMap, shows the lines immediately to the South of Darlington station.

 

Note.

  1. The red tracks are electrified.
  2. The black tracks are not electrified.
  3. Tracks are number 4, 3, 2 and 1 from the West.
  4. The Southern ends of Platforms 1 and 4, and Platforms 2 and 3, which are inside the current train-shed appear to be virtually unchanged.
  5. Platform 1 is electrified and will probably still cater for Southbound trains.
  6. Platforms 2 and 3 are bay platforms without electrification for trains terminating at Darlington.
  7. Platform 4 is electrified and will probably still cater for Northbound trains.
  8. There is an electrified avoiding line to the East of Platform 1.
  9. The brick wall of the current train shed is in the white space to the East of Platform 1.
  10. Outside the current train shed are two electrified 125 mph lines, an electrified through platform and a South-facing bay platform without electrification.
  11. The  new electrified platform looks very long. Could it be long enough to handle a pair of High Speed Two Classic-Compatible trains? I suspect though it is long enough to handle the splitting and joining of a pair of five-car Hitachi Class 80x trains.
  12. The new bay platform looks longer that the current bay platforms 2 & 3. Is it long enough to handle a five-car Hitachi Class 80x train?
  13. It does appear from the track layout, that the new electrified platform is connected to the East Coast Main Line, the Saltburn branch and stabling sidings to the North of the station.
  14. The new bay platform appears to be connected to the Saltburn branch.

The two new platforms also appear to be adjacent to an area of the station, which is labelled Darlington Station Gateway East. I would assume, that this proximity will be used to make the station easy for changing trains.

The third OpenRailwayMap shows the section of the station between the two previous maps.

Note.

  1. The red tracks are electrified.
  2. The black tracks are not-electrified.
  3. The Darlington end of the Bishop Auckland Branch is shown dotted black and red, as it will be electrified, so that Hitachi can get their trains to and from the East Coast Main Line.
  4. Both Platforms 1 and 4 appear to connect to the East Coast Main Line, so high speed services can operate as they do now, by taking a diversion through the current Darlington station.
  5. To the East of the East Coast Main Line, there appear to be some very useful stabling sidings.

I have some general thoughts about Darlington station.

Will Trains Not Stopping At Darlington Station Use The New 125 mph Lines Through the Station?

It does appear that the two 125 mph lines through the new part of the station are very straight.

  • They are shown as 125 mph, but could be faster.
  • It should be remembered that according to Wikipedia, British Rail built the Selby Diversion for 160 mph in 1983.
  • Between Durham and York stations is 66.2 miles of mainly 125 mph railway.

I believe that cutting out the need for trains to slow to go through Darlington station could save several minutes.

Will Trains Stopping At Darlington Station Use The Current Platforms 1 And 4 As They Do Now?

The track layout would seem to allow this and those changing to another train, would not have to walk a long way.

Can Trains Stopping At Darlington Station Use The New Eastern Platforms?

I have examined the second and third maps in detail and it looks as if the track layout will allow trains on the East Coast Main Line in both directions to stop at the long electrified platform.

The shorter bay platform appears to be only connected to the Tees Valley Line to Middlesbrough and Saltburn.

How Long Are The New Eastern Platforms?

Estimating against the scale on the map, I reckon these are the likely lengths.

  • Long electrified platform – 400 metres – Appears to be numbered 5
  • Bay platform – 200 metres – Appears to be numbered 6.

These are very useful lengths.

An Aerial View Of The New Platforms

This image from Tees Valley Combined Authority shows the Northern ends of the new platforms and the new footbridge.

Note.

  1. The original four-platform Victorian station is on the right, which is the Western side.
  2. The East wall of the Victorian train shed can be clearly seen.
  3. The two absolutely straight 125 mph lines, that allow trains to bypass the original station are closest to the wall.
  4. The long electrified platform, which appears to be numbered 5, also appears to be absolutely straight.
  5. The unelectrified bay platform, which appears to be numbered 6, is to the left.
  6. Platforms 5 and 6 would seem to be separated by a wide island platform, which would make interchange easy.

This page on the Network Rail web site, gives more information.

Car Parking At Darlington Station

This image from Tees Valley Combined Authority shows the Northern end of the station.

Note.

  1. The three sections of the Victorian station.
  2. The two new platforms ; 5 and 6 at the top of the image.
  3. The two 125 mph lines bypassing the Victorian station.
  4. There are two new footbridges connecting the Victorian station to the land on the other side of the 125 mph lines.

To the left of the station, there appears to be a massive multi-story car-park.

I asked Google about the new car park at Darlington station and got this reply.

The new multi-story car park at Darlington Station will have a capacity of more than 650 vehicles. This is part of a larger £140 million redevelopment of the station, which also includes new platforms and an eastern concourse. The car park will include accessible parking bays and electric car charging points.

This image from Tees Valley Combined Authority shows the car parking from the South.

Note.

  1. The building appears to be a five-story car park.
  2. There appears to be a very easy connection between the car park and the bridge to the station.
  3. From the roof layout, there appears to be several lifts.
  4. It looks like there will be a large area between the platforms and the car park, where travellers can meet and socialise.
  5. The bay platform 6 already has a pair of red buffer stops.

Railways may have come to Darlington two hundred years ago and it looks like they are getting the car parking at the station ready for at least the next two hundred.

Further Electrification

If as I expect, the UK embraces battery electric technology for local and regional trains, I can see the three South-facing bay-platforms being electrified, so they could charge he battery-electric trains.

This picture shows that bars have been placed across Platforms 2 and 3, that could be used to support the electrification.

This method has been used in Victorian stations in the UK before. I show some installations and discuss electrifying Victorian stations in Could Hull Station Be Electrified?.

 

Darlington Station And High Speed Two

This graphic shows the original service pattern for High Speed Two.

Note.

  1. There are seventeen paths terminating in the South at Euston station.
  2. Six of these paths go to Leeds, Newcastle or York.
  3. As the Eastern leg has been abandoned, that means there will be no High Speed Two trains to Leeds HS2, York, Darlington, Durham and Newcastle via the East Coast Main Line.

Darlington was to be served by these hourly services.

  • Train 17 – Birmingham Curzon Street and Newcastle via East Midlands Hub, York, Darlington and Durham.
  • Train 23 – London and Newcastle via York and Darlington.

Both trains would have been a single 200 metre long High Speed Two Classic-Compatible train.

Joining And Splitting Trains At Darlington

As Platform 5 looks like it would be a 400 metre long platform, it would look like it would be possible to handle a pair of High Speed Two Classic-Compatible trains.

But these trains will not now be serving Darlington in the near future, as the Eastern leg of High Speed Two has been cancelled.

A pair of nine-car Class 801 trains would be 467.4 metres long and might be able to fit into Platform 5.

But a pair of seven-car trains would certainly fit into a 400 metre Platform 5.

In Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?, I found this snippet in an Hitachi document.

To simplify the rearrangement and management of train configurations, functions are provided for identifying the train (Class 800/801), for automatically determining the cars in the trainset and its total length, and for coupling and uncoupling up to 12 cars in
normal and 24 cars in rescue or emergency mode.

So I suspect with software updates two nine-car trains could run together.

Suppose LNER wanted to attack the airlines on the London and Scottish route.

  • Two seven- or nine-car Class 800 or 801 trains would leave Edinburgh working as a pair.
  • First stop would be Platform 5 in Darlington.
  • The trains would split in Darlington.
  • One train would go to King’s Cross stopping at perhaps Doncaster and Peterborough.
  • The other train would go to St. Pancras stopping at perhaps Leeds, Sheffield, Nottingham and Bedford.

Note.

  1. A seven-car Azuma would be under 200 metres long.
  2. Seven-car trains would fit in St. Pancras.
  3. LNER have run an Azuma train into St. Pancras.
  4. The train would interchange with East-West Rail at Bedford.
  5. Travellers to and from East Anglia would change at Peterborough.

Large areas of England would have a fast route to and from Scotland.

 

 

 

 

June 30, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , | 1 Comment

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