Thoughts On Phase 2a Of High Speed Two
This map shows the route of Phase 2a of High Speed Two.
Note.
- The blue circles are stations.
- From the top, the stations are Crewe, Stoke-on-Trent, Stafford, Birmingham Curzon Street and Birmingham Interchange.
- The lighter blue track is sections of the West Coast Main Line, that will be used by High Speed Two services.
- The darker blue track is Phase 1 of High Speed Two.
- The orange track is Phase 2b of High Speed Two to East Midlands Hub, Leeds and Sheffield.
- The mauve track is Phase 2a of High Speed Two.
This page on the High Speed Two web site, which is entitled Phase 2a: West Midlands To Crewe, says this about the building and opening of Phase 2a.
It will be built at the same time as the line between London and the West Midlands. High speed services will begin operating between London, Birmingham and Crewe between 2029 and 2033.
It is my opinion, to build Phase 1 and Phase 2a together is a good move.
- Crewe is a very well-connected station.
- It will reduce times between Crewe and London Euston by 34 minutes.
But most importantly, it completes a second separate route for the West Coast Main Line between Crewe and London Euston.
Just think what new bypasses and motorways have done for your driving.
These are some thoughts and observations.
West Coast Main Line Benefits
The High Speed Two web page, which is entitled Phase 2a: West Midlands To Crewe, has a section called West Coast Main Line Benefits, where this is said.
Phase 2a unlocks more rail capacity on the West Coast mainline. It will carry six long distance high speed services per hour, freeing up the West Coast Mainline between Lichfield and Crewe. This could see services rise from hourly to half-hourly or better between Crewe and Stoke-on-Trent to Nuneaton, Tamworth, Lichfield and Rugeley, as well as more services from Crewe to Runcorn and Liverpool, as well as via Crewe between North Wales, Chester and London.
It would appear the six long-distance services could be.
- Train 1 – London Euston and Lancaster – Splits and joins with Train 2 at Crewe.
- Train 2 – London Euston and Liverpool – Splits and joins with Train 1 at Crewe.
- Train 3 – London Euston and Liverpool – Single train
- Train 4 – London Euston and Edinburgh/Glasgow – Splits and joins at Carlisle for Edinburgh and Glasgow
- Train 5 – London Euston and Edinburgh/Glasgow – Splits and joins at Carlisle for Edinburgh and Glasgow
- Train 6 – Birmingham Curzon Street and Edinburgh/Glasgow – Serves Edinburgh and Glasgow alternately.
Note that all services use a single or a pair of High Speed Two Classic Compatible trains.
A High Speed Test Route Can Be Created
Consider.
- At the Northern end of the Phase 2a track is Crewe station.
- At the Southern end of the Phase 2a track is Birmingham Interchange station.
- The track between the two end stations will be newly-laid modern high speed track capable of 225 mph running.
- There will be no intermediate stations or Victorian throwbacks like level crossings.
- The only junctions are at the end of the route.
- If the High Speed Two trains are built in this country, there will be a need for somewhere to check them out.
The Phase 2a track will surely make an ideal test track for testing trains and systems and training drivers.
HS2 Moves Stafford Ahead At High-Speed
The title of this post, is the same as that of this article on StokeonTrentLive.
It seems a positive headline in comparison to some you usually see about High Speed Two.
The subtitle doesn’t have any negative words either.
Construction has begun on the first section and there will be a community and business roadshow this August to find out more.
Perhaps people from Staffordshire have a positive outlook on life.
After all, with respect to High Speed Two, Stoke will be one of the first two cities in the country outside London to receive a high speed service.
Stoke might even be first!
A Big Advantage Of Only Ten Platforms For High Speed Two At Euston Station
Many of us have been involved in the start-up and handover of a new project, even it is just buying a new house to live in from a builder.
All projects have one thing in common. Something will go wrong, even if it is just the lock on the toilet door.
Harold Macmillan expressed it memorably as “Events, Dear Boy! Events!”
This article on Ian Visits is entitled Call For A Rethink Of HS2’s Euston Station Plans.
These two paragraphs describe the current plan for Euston station.
The current plans for the HS2 station at Euston will see it delivered in two phases, with six platforms opened first to carry HS2 trains on the first stage of the railway up to the West Midlands. The second phase of the Euston station would open later, with an additional 5 platforms to manage demand when HS2 is extended to Crewe, Manchester and Leeds.
Phase one was scheduled for completion in 2026, and phase two in 2033.
This paragraph describes the latest idea from the Department for Transport.
However, the Oakervee review from last year called for a redesign of the station scaling back the station and increasing the amount of oversite development to fund it. Earlier this year it was revealed that the Department for Transport has instructed HS2 to refine the development to build it in one phase, but with just 10 platforms instead of 11 platforms.
There are now two camps arguing as to whether the station should be built with ten or eleven platforms.
The eleven platform station project will involve.
- Two-phase construction
- Five platforms by 2026
- Eleven platforms by 2033
On the other hand, the ten platform station project will involve.
- Single-phase construction
- Ten platforms on opening.
- More oversite development.
Note.
- There will be eleven trains per hour (tph) in Phase 1 of High Speed Two from London Euston.
- , Trains will serve Birmingham, Carlisle, Lancaster, Liverpool, Macclesfield, Manchester. Preston, Stafford, Stoke-on-Trent and Scotland.
- Full-size trains will be able to run to Birmingham Curzon Street and Crewe, but not to the two Manchester stations, as the trains don’t fit the infrastructure.
I suspect that Speed Two Classic-Compatible Trains will be running to Manchester.
The Big Advantage Of A Two-Phase Project With Ten Platforms
In the two-phase project with eleven platforms to rebuild Euston station, there will be five platforms, when the station opens, but in the single-phase project with ten platforms, there will be ten platforms.
If there are ten platforms, the station must be easier to operate, especially during the tricky phase of opening the new station.
With ten platforms, there will be more space to sort out those unexpected events!
Why Does Birmingham Interchange Station On High Speed Two Need Four Long Platforms?
This page on the High Speed Two web site describes the design and construction at Birmingham Interchange station.
This paragraph talks about the overall design philosophy of the station.
The Interchange Station itself will be made up of two 415 metre long island platforms, offering 4 platform faces, as well as 2 central high speed through lines for non-stopping services. The station will be linked to the NEC, Birmingham International Station and Birmingham Airport via an automated people mover carrying up to 2,100 passengers per hour in each direction. In addition to the APM, the station will be fully integrated with other local buses, taxis and private vehicle options.
Note.
- There would appear to be six tracks through the station.
- The four platforms will accept the longest High Speed Two trains.
- The automated people mover appears to be very comprehensive.
Birmingham Interchange certainly seems to have been designed as a very high capacity station.
This table gives the a list of the trains that will call at Birmingham Interchange station.
- Train 2 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 3 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 7 – London Euston and Manchester – 400 metre Full-Size
- Train 11 – London Euston and Edinburgh – Classic Compatible
- Train 11 – London Euston and Glasgow – Classic Compatible
- Train 14 – London Euston and Leeds – 400 metre Full-Size
Note.
- 400 metre Full-Size trains will be a pair of 200 metre trains.
- Train 11 is a pair of 200 metre long Classic-Compatible trains, that split and join at Carlisle.
Only five 400 metre trains call at Birmingham Interchange.
I have some thoughts.
Stations Served From Birmingham Interchange
These destinations are served from Birmingham Interchange.
- Two tph – Birmingham Curzon Street
- One tph – Carlisle
- One tph – East Midlands Hub
- One tph – Edinburgh Haymarket
- One tph – Edinburgh Waverley
- One tph – Glasgow Central
- One tph – Leeds
- Five tph – London Euston
- One tph – Manchester Airport
- One tph – Manchester Piccadilly
- One tph – Motherwell
- One tph – Preston
I suspect as the service develops more services will stop at Birmingham Interchange, to reduce the number of passenger journeys where a change is necessary.
Surely Liverpool needs a service from Birmingham Interchange, as it doesn’t have one from Birmingham Curzon Street.
Perhaps, the Liverpool/Lancaster service should stop at Birmingham Interchange?
Splitting And Joining At Birmingham Interchange
Consider.
- The position of Birmingham Interchange to the South of the junction where the Western and Eastern legs, surely makes it an ideal place for splitting and joining a pair of trains, one of which serves the Western leg and the other serves the Eastern.
- The Liverpool/Lancaster service could split and join at Birmingham Interchange to give better connectivity between the North West and the West Midlands.
Intelligent use of splitting and joining at Birmingham Interchange could make better use of paths to and from Euston.
Splitting And Joining Of Full-Size Trains At Birmingham Interchange
According to the currently proposed timetable Birmingham Curzon Street, Manchester Airport and Manchester Piccadilly will all get three Full-Size tph to and from London Euston, with East Midlands Hub and Leeds getting two Full-Size tph.
This may be a right decision, but if four Full-Size tph is the frequency needed on some routes, then splitting and joining of Full-Size trains can be used at Birmingham Interchange to increase frequencies.
Suppose it was decided that the Leeds and Manchester services needed to be four Full-Size tph.
- The London and Manchester service that stops at Birmingham Interchange would split into two trains at the station, with one train going to Manchester and the other going to Leeds.
- The London and Leeds service that stops at Birmingham Interchange would split into two trains at the station, with one train going to Manchester and the other going to Leeds.
Coming South the two services would join at Birmingham Interchange.
I can almost envisage Full-Size pairs of trains leaving London Euston every ten minutes, which then split and join at Birmingham Interchange to give Leeds and Manchester a core service of six Full-Size tph.
There are a large number of possibilities.
Down One Leg Up T’Other
Birmingham Interchange can be used as an interchange station for journeys where you come South on one leg and then go North on the other.
It might even be possible to arrange some changes with an interchange across one of the island platforms at Birmingham Interchange.
Turning Back Trains
There is a worry about late trains delaying everything.
But because it has four platforms, it could be the station, where trains are turned back, when they are running very late.
It could be better to turnback a train at Birmingham Interchange, rather than let it run all the way to Euston and create havoc.
Perhaps, simulation has shown, that two extra platforms at Birmingham Interchange enable the optimal working of ten platforms t Euston?
Line Blocked Or Blockaded Between Birmingham And Euston
Events happen and there may be reasons why services can’t run through to London.
It could easily be turned into a mini-terminus for services to the North and linked to London by either the West Coast Main Line or a Rail Replacement Bus.
Conclusion
Because of its position in the middle of the country, I suspect there are many reasons for the four long platforms at Birmingham Interchange station.
How Many High Speed Two Trains Will Be Able To Terminate In Euston Station?
This is one of those questions for which you get a different answer depending on what conditions you put on the question.
But there are some physical constraints that have been built into the design.
High Speed Two Tracks And Signalling Are Designed For Eighteen Trains Per Hour
It seems to be an accepted fact, that High Speed Two tracks and signalling will be able to handle 18 trains per hour (tph) or a train every three minutes and twenty seconds.
If this applies to all High Speed Two routes it is certainly a big increase in capacity of the UK rail network.
Seventeen Trains Per Hour In Euston Station
Does it also mean that Euston station must be able to handle 18 tph? Not necessarily, as High Speed Two will only need to handle 17 tph, because they will be keeping one path for recovering the service, after perhaps a train breaks down.
- If the station has eleven platforms, that means each platform must handle 1.5 tph or in practice two tph or a train every thirty minutes.
- If the station has ten platforms, that means each platform must handle 1.7 tph or in practice two tph or a train every thirty minutes.
Ten platforms appear to make little difference in normal operation But when things go wrong, it is more likely, there will be another platform to park a late train.
Turning Trains In Thirty Minutes At Euston Station
One train every thirty minutes means that operating procedures and staff training must be such that trains can be turned within this time.
If trains could be turned faster, then this would enable services to be recovered after a delay.
Twenty-Four Trains Per Hour In Euston Station
If say at some time in the future, signalling improves and 24 tph on High Speed Two is possible with perhaps Automatic Train Operation, this would mean that if there were ten platforms each would have to handle 2.4 tph, or in practice three tph or a train every twenty minutes.
A frequency of 24 tph won’t happen in my lifetime, but I do believe it is possible on High Speed Two with ten platforms at Euston station.
Thirty Trains Per Hour In Euston Station
Thirty tph may be practical on Metros today and could be possible on High Speed Two in the far future, but in practice, that would only be four tph or a train every fifteen minutes.
The Initial Full Timetable Is Seventeen Trains Per Hour
Currently, this is planned to be the case and the trains to and from London Euston are planned to be as follows.
- Train 1 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 2 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 3 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 4 – London Euston and Lancaster – Classic Compatible
- Train 4 – London Euston and Liverpool – Classic Compatible
- Train 5 – London Euston and Liverpool – Classic Compatible
- Train 6 – London Euston and Macclesfield – Classic Compatible
- Train 7 – London Euston and Manchester – 400 metre Full-Size
- Train 8 – London Euston and Manchester – 400 metre Full-Size
- Train 9 – London Euston and Manchester – 400 metre Full-Size
- Train 10 – London Euston and Edinburgh – Classic Compatible
- Train 10 – London Euston and Glasgow – Classic Compatible
- Train 11 – London Euston and Edinburgh – Classic Compatible
- Train 11 – London Euston and Glasgow – Classic Compatible
- Train 12 – London Euston and Sheffield – Classic Compatible
- Train 12 – London Euston and Leeds – Classic Compatible
- Train 13 – London Euston and Leeds – 400 metre Full-Size
- Train 14 – London Euston and Leeds – 400 metre Full-Size
- Train 15 – London Euston and Sheffield – Classic Compatible
- Train 15 – London Euston and York – Classic Compatible
- Train 16 – London Euston and Newcastle – Classic Compatible
- Train 17 – London Euston and Newcastle – Classic Compatible
Note.
- I have assumed 400 metre Full-Size trains will be a pair of 200 metre trains.
- Trains 4, 10, 11, 12 and 15 are pairs of 200 metre long Classic-Compatible trains, that split and join at Crewe. Carlisle, Carlisle and East Midlands Hub respectively.
- Trains 5, 6, 16 and 17 are single 200 metre long Classic-Compatible trains.
This graphic shows the services.
Note.
- Trains to the left of the vertical black line are Phase 1 and those to the right are Phase 2.
- Full-Size trains are shown in blue.
- Classic-Compatible trains are shown in yellow.
- The dotted circles are where trains split and join.
- In the red boxes routes alternate every hour.
In an hour, the following trains will leave London Euston.
- 8 – 400 metre Full-Size trains, each of which consist of a pair of 200 metre trains.
- 5 – Pairs of 200 metre long Classic-Compatible trains.
- 4 – Single 200 metre long Classic-Compatible trains.
Note.
- Adding up the 200 metre trains gives a total of thirty trains.
- If all paths were handling a pair of 200 metre trains, the total would be thirty-four trains.
As I showed in Could High Speed Two Serve Holyhead?, these four trains can be used to serve extra destinations by appropriate splitting and joining.
So in answer to the question in the title of this post, the answer is thirty-four 200 metre trains.
- Each path can carry one pair of 200 metre trains per hour.
- The number of paths is determined by the 18 tph that each leg can handle, reduced by one for a path for recovery.
I am assuming each platform can handle two tph.
But thirty or forty years in the future, this figure with more advanced trains and signalling could be a lot higher.
Does Euston Station Need Ten Or Eleven Platforms?
Mathematically, the following is possible.
- Ten platforms can handle thirty tph, if trains can be turned in fifteen minutes.
- Ten platforms can handle twenty-four tph, if trains can be turned in twenty minutes.
- Ten platforms can handle seventeen tph, if trains can be turned in thirty minutes.
The only need for the eleventh platform, is for when things go seriously wrong.
Should London Euston’s High Speed Two Station Have Ten Or Eleven Platforms?
This article on Ian Visits is entitled Call For A Rethink Of HS2’s Euston Station Plans.
These two paragraphs describe the current plan for Euston station.
The current plans for the HS2 station at Euston will see it delivered in two phases, with six platforms opened first to carry HS2 trains on the first stage of the railway up to the West Midlands. The second phase of the Euston station would open later, with an additional 5 platforms to manage demand when HS2 is extended to Crewe, Manchester and Leeds.
Phase one was scheduled for completion in 2026, and phase two in 2033.
This paragraph describes the latest idea from the Department for Transport.
However, the Oakervee review from last year called for a redesign of the station scaling back the station and increasing the amount of oversite development to fund it. Earlier this year it was revealed that the Department for Transport has instructed HS2 to refine the development to build it in one phase, but with just 10 platforms instead of 11 platforms.
There are now two camps arguing as to whether the station should be built with ten or eleven platforms.
I used to write project management software for four decades.
I have seen and heard of many arguments like these where money, time and resources push the design of a project one way or another.
My feeling is that Oakervee is right to recommend increasing the amount of oversite development to fund the station, as there are a lot of knockers of High Speed Two, who object to the amount of money being spent.
But this might mean that the station should be built in one phase, so that the oversite development can proceed at pace on the whole site, rather than just half at a time. I wasn’t involved in the planning of Canary Wharf, but it did seem to go up faster than other developments. And it was a large site!
So perhaps building the station in one phase will get it finished earlier in a better financial state.
But the downside of that, is the station will have ten platforms instead of eleven. But it will have ten platforms from the day it opens!
I would object to the reduction in the number of platforms, if it made High Speed Two more difficult to operate.But I do tend to believe those who say that High Speed Two can manage with ten platforms, as signalling, train design and operation is improving fast.
As an example, I think the next generation of high speed trains will be able to be turned faster in a terminal station.
The test of this statement will come in a few months, when I take a ride to Edinburgh on the new East Coast Trains service, which seems to be proposing to run to a tight timetable. This says to me, that they have found ways of running more efficiently!
Conclusion
I will let others choose the number of platforms at Euston, but I reserve the right to criticise their decision.
Although, I do believe that it could be better to build the station in one phase to maximise the oversite development and optimise the cash flow to pay for the project, both during the building and in the operation.
I would also hope to see some radical ideas for the uses of the oversite development. But I suspect, it will be more of the same.
Could High Speed Two Serve Holyhead?
Why?
It could be a way to create a zero- or low-carbon route between the islands of Great Britain and Ireland.
Battery-Electric Trains Could Be The Solution
In Will High Speed Two’s Classic-Compatible Trains Have Battery Operation?, I suggested that it might be feasible for High Speed Two’s Classic-Compatible trains to have batteries.
I said this at the start of that post.
I believe it is very likely, that High Speed Two’s new classic-compatible trains will have battery capabilities.
-
- Batteries would handle energy generated by regenerative braking.
- Batteries would give a train recovery capability in case of overhead catenary failure.
- Batteries would be used for depot movements.
- Batteries would probably improve the energy efficiency of the trains.
Effectively, the batteries would power the train and would be topped-up by the electrification and the regenerative braking.
Since I wrote that post in February 2020, Hitachi have launched two battery-electric trains, one of which is the Hitachi Intercity Tri-Mode Battery Train, which is described in this Hitachi infographic.
As diesel (or should I say Stuart) engines are so nineteenth-century. any high speed independently-powered train would probably use batteries, have no diesel engines and be a battery-electric train.
So could Hitachi or any other bidder for the High Speed Two Classic-Compatible trains produce a train, that would be capable of handling the long-distance routes from London, that would be difficult or expensive to electrify, by the use of batteries?
- Batteries will improve dramatically in the next few years.
- Batteries will also become more affordable.
- Engineers will also learn how to package them in better and more innovative ways.
I think it is very likely, that a High Speed Two Classic-Compatible train could be produced with a reliable range of over eighty miles on batteries.
Holyhead And Crewe By Battery-Electric Classic-Compatible High Speed Train
These are the distances between stops on the route between Holyhead and Crewe
- Holyhead and Bangor – 25 miles.
- Bangor and Llandudno Junction – 16 miles
- Llandudno Junction and Colwyn Bay – 4 miles
- Colwyn Bay and Rhyl – 10 miles
- Rhyl and Prestatyn – 4 miles
- Prestatyn and Flint – 14 miles
- Flint and Chester – 13 miles
- Chester and Crewe – 21 miles
Note.
- It is a route of only 105 miles.
- There is no 25 KVAC electrification, except at Crewe.
- It is nearly all double-track.
- The operating speed is 90 mph
- The route is also generally flat and mainly along the coast.
Suppose the following were to be done.
- Erect traditional electrification between Chester and Crewe.
- Hitachi ABB Power Grids build a section of their discontinuous electrification around Llandudno Junction.
- Install a battery charging system at Holyhead.
An alternative might be to put another section of discontinuous electrification through Bangor, if installing the charging station at Holyhead proved to be difficult.
I believe it would be possible to run a High Speed Two Classic-Compatible train equipped with batteries between London Euston and Holyhead.
What Time Would Be Possible?
Consider.
- High Speed Two are predicting 56 minutes between London Euston and Crewe.
- Avanti West Coast are showing journey times of one hour and 57 minutes between Crewe and Holyhead.
- Avanti West Coast are using 125 mph Class 221 trains, but are restricted to a lot less than this speed.
- The HSC Dublin Swift can sail between Dublin and Holyhead in several minutes under two hours.
I believe that a High Speed Two Classic-Compatible train equipped with batteries could go between London Euston and Holyhead in under three hours.
If this were to be linked to the latest hydrogen-powered fast ferry between Holyhead and Dublin, would London Euston and Dublin be fast enough to attract passengers from the airlines?
- The journey time could be under five hours.
- It would be zero-carbon.
- By cutting stops to the West of Chester and track improvements train times could be reduced.
- It would be the sort of adventure, that some families like!
I think that Avanti West Coast and the ferry company could have a rail and ferry service, that would appeal to many travellers.
Would There Be A Path To Euston For Another High Speed Service?
In How Many Trains Are Needed To Run A Full Service On High Speed Two?, I listed the trains that would use the Western leg of High Speed Two.
- Train 1 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 2 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 3 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 4 – London Euston and Lancaster – Classic Compatible
- Train 4 – London Euston and Liverpool – Classic Compatible
- Train 5 – London Euston and Liverpool – Classic Compatible
- Train 6 – London Euston and Macclesfield – Classic Compatible
- Train 7 – London Euston and Manchester – 400 metre Full-Size
- Train 8 – London Euston and Manchester – 400 metre Full-Size
- Train 9 – London Euston and Manchester – 400 metre Full-Size
- Train 10 – London Euston and Edinburgh – Classic Compatible
- Train 10 – London Euston and Glasgow – Classic Compatible
- Train 11 – London Euston and Edinburgh – Classic Compatible
- Train 11 – London Euston and Glasgow – Classic Compatible
- Train 12 – Birmingham Curzon Street and Edinburgh or Glasgow – Classic Compatible
- Train 13 – Birmingham Curzon Street and Manchester – 200 metre Full-Size
- Train 14 – Birmingham Curzon Street and Manchester – 200 metre Full-Size
Note.
- A lot of the paths into London Euston would appear to be allocated.
- Train 4 is a pair of 200 metre long Classic-Compatible trains, that will split and join at Crewe, with one train going to Liverpool and the other going to Lancaster.
- Train 5 is only a single 200 metre long Classic-Compatible train.
I suspect it would be possible to make Train 5 a pair of 200 metre long Classic-Compatible trains, that will split and join at Crewe, with one train going to Liverpool and the other going to Chester and Holyhead.
It does appear that the proposed timetable for High Speed Two has been designed so extra trains can be added if the demand is there.
What Times Would Be Possible Between Holyhead And Crewe?
Consider.
- I have looked at the route from my virtual helicopter and suspect that much of the route can be upgraded to 100 mph running.
- The current average speed between Holyhead and Crewe is 54 mph.
- London Liverpool Street and Norwich is 114.5 miles and is regularly achieved in ninety minutes on a 100 mph line, which is an average speed of 76 mph.
- The number of stops could be reduced.
I can build a table of times for faster average speeds.
- 60 mph – One hour and 45 minutes – Two hours and 41 minutes
- 70 mph – One hour and 30 minutes – Two hours and 26 minutes
- 80 mph – One hour and 19 minutes – Two hours and 15 minutes
- 90 mph – One hour and 10 minutes – Two hours and 6 minutes
- 100 mph – One hour and 3 minutes – One hour and 59 minutes
Note.
- The first time is Holyhead and Crewe.
- The second time is London and Holyhead.
I am fairly certain, that a substantial time improvement is possible.
Why Not Electrify All The Way Between Holyhead And Crewe?
I am seventy-four and can remember several incidents of serious storms and flooding along the North Wales Coast Line.
There was a warning earlier this year according to this article on the BBC.
Perhaps it would be better to spend the money on improving the resilience and operating speed of the track?
Conclusion
London Euston and Holyhead could be a serious proposition.
With some development and a new fast ferry, it could also open up a practical zero-carbon route between Great Britain and Ireland.
Times of four and a half hours between London Euston and Dublin could be possible.
Should Improvement Needed For High Speed Two On The East And West Coast Main Lines Be Given High Priority?
High Speed Two will bring major improvements in times between London and the North of England and Scotland, with these figures claimed by this page on the High Speed Two web site.
- London Euston and Carlisle – 2 hours and 23 minutes saving 54 minutes
- London Euston and Darlington – 1 hours and 50 minutes saving 32 minutes
- London Euston and Durham – 2 hours and 16 minutes saving 37 minutes
- London Euston and Edinburgh – 3 hours and 48 minutes saving 31 minutes
- London Euston and Glasgow – 3 hours and 40 minutes saving 49 minutes
- London Euston and Lockerbie – 2 hours and 55 minutes saving 43 minutes
- London Euston and Newcastle – 2 hours and 17 minutes saving 32 minutes
Substantial savings would seem to be possible.
The Recent Record Run On The West Coast Main Line
A few weeks ago, Avanti West Coast ran a Class 390 train between London Euston and Glasgow in three hours and 53 minutes and 1 second. They were trying to beat the record set by the \APT-P in 1984 of three hours and 52 minutes and 40 seconds.
In Lessons From The Record Run in the August 2021 Edition of Modern Railways, Roger Ford makes a big hint in a section called Hint.
Roger starts with this paragraph.
In the virtual race with APT-P, the Pendolino was seven minutes ahead approaching the border, but this was not sufficient to overcome APT-P’s advantage of being able to run faster over lines which, unlike the southern end of the WCML, have not enjoyed the increased speeds further south, such as at Stafford and Crewe.
He then talks of a levelling-up of the infrastructure being needed on the Northern section of the West Coast Main Line.
Roger finishes the section with this paragraph.
Thus, the final message of the run is that if HS2 is to realise its full potential, planning for the West Coast Route Modernisation (North) needs to start now, both for journey time reductions and reliability.
The High Speed Two time between Preston and Glasgow of two hours and 26 minutes, given by their journey time calculator is in line with current timings.
I am drawn to the following conclusions about services between Preston and Glasgow.
- I suspect the similar times could be expected, as the trains will have to cope with other trains on the route.
- Most of High Speed Two’s savings must be on the new track to the South of Wigan.
It would appear that any savings made between Preston and Scotland will benefit both classic and high speed services.
I certainly agree with Roger’s hint to start planning the upgrade of the Northern section of the West Coast Main Line.
This would surely enable upgrade of the route to start sooner and places at the North of the route would benefit from faster journey times to the South before High Speed Two is complete.
Reducing The Journey Times On The West Coast Main Line
If you look at the average speed between Preston and Glasgow of a typical train, it is just 84.3 mph.
Various average speeds give the following times between Preston and Glasgow.
- 90 mph – two hours and 8 minutes
- 100 mph – one hour and 55 minutes
- 110 mph – one hour and 45 minutes
It would appear there is scope for reductions in journey times to be made.
I have flown my virtual helicopter along the Scottish part of the route and it doesn’t look to be too terrifying.
- There are tight speed limits at Preston and Carlisle
- The railway is not hemmed in by development until close to Glasgow.
- Most of the modern bridges, where the M74 crosses the railway appear to have space for an extra track.
- Connection of the Borders Railway to the West Coast Main Line could give scope for improvement between Gretna junction and Carlisle.
- The depot at Annandale, that I wrote about in High Speed Two To Build Stabling Facility In Scotland, may give scope for a shorter, straighter and faster route between Grena Green and Kirkpatrick-Fleming, that could run closer to the M74.
- North of Lockerbie, there may be scope to put extra tracks between the railway and the M74.
- The Carstairs area could be ripe for improvement.
I would feel that digital signalling and some well-applied engineering could cut a sensible amount of time from Preston and Glasgow timings.
- I can certainly say, that the route is not a desert, where possible improvements will be difficult to find.
- I also don’t feel there are any obvious improvements, that will be controversial.
There is also the M74, which could be invaluable for camouflaging the railway.
Reducing The Journey Times On The East Coast Main Line
Much of the work to speed up the Northern section of the East Coast Main Line is laid out in Northern Powerhouse Rail – Significant Upgrades Of The East Coast Main Line From Leeds To Newcastle (Via York And Darlington) And Restoration Of The Leamside Line, a post I wrote to explain what Northern Powerhouse Rail feel is urgently needed.
Mentioned in the other post are following projects.
- Full Digital Signalling
- Phase 2 Of The East Coast Main Line Power Supply Upgrade
- York to Church Fenton Improvement Scheme
- Darlington Station Remodelling
- The North Throat Of York Station Including Skelton Bridge Junction
- Use Of The Leamside Line
As with the West Coast Main Line, the improvements would benefit both classic and High Speed services.
Conclusion
Improvements to both the East and West Coast Main Lines will help both classic and High Speed services between London and the North of England and Scotland.
I think that planning and design should be started as soon as possible.
Construction should start as early as possible, so that the benefits of faster trains are felt at the earliest date possible.
HS2 Utilising UK-First Pioneering 3D Concrete Printing On Project
The title of this post, is the same as that of this article on Rail Technology Magazine.
3D-Printing of concrete has been around for some time and it has been used extensively on Crossrail.
But High Speed Two are printing the heavy components on site, to avoid the problems of transport.
Liverpool’s Vision For Rail
This document on the Liverpool City Region web site is entitled Metro Mayor’s Vision Of A Merseyrail for All Takes Vital Step Forward With Successful Trial Of New Battery-Powered Trains.
It makes these points in the first part of the document.
- Game-changing technology paves way for Merseyrail network expansion across the Liverpool City Region and beyond
- Merseyrail services could reach as far as Wrexham and Preston
- City Region is at the forefront of the introduction of pioneering energy efficient technology.
The new battery-powered trains would certainly go a long way to enable, these objectives.
- Battery-powered trains would need a range of 26.9 miles to go between Bidston and Wrexham stations.
- Battery-powered trains would need a range of 15.3 miles to go between Ormskirk and Preston stations.
This link is to the North Cheshire Rail User Group’s Newsletter for Spring 2021.
This is said about battery range of the new Class 777 trains.
Later model Class 777’s have the ability to leave the 3rd rail and operate under battery power for 20 miles or more with a full load thus
permitting expansion of the Merseyrail network beyond its current limits.
I suspect they will also have regenerative braking to batteries, which will increase the range and allow Preston and Wrexham stations to be achieved without charge.
It certainly sounds like Preston and Wrexham and all the intermediate stations, will be added to the Merseyrail network.
As to the third point above about the introduction of pioneering energy efficient technology, I suspect this is mainly regenerative braking to batteries and replacement of elderly worn-out power supply equipment.
There is more in the Liverpool City Region document.
Expanding Merseyrail
This is said.
The game-changing technology could allow the Merseyrail network to extend across all six city region boroughs to places like Rainhill in St Helens, Woodchurch on the Wirral and Widnes in Halton.
It could also allow the new fleet to operate as far afield as Skelmersdale, Wrexham, Warrington and Runcorn.
Note.
- A 25 KVAC capability could well be needed. But that is built into the Class 777 trains.
- Chargers could be needed at some of these stations. I suspect Stadler have a Swiss manufacturer in mind.
In the run-up to May’s elections, the Mayor pledged to deliver ‘Merseyrail for All, a commitment to connecting under-served communities to the Merseyrail network.
New Stations
Initially the battery-powered trains, which are considerably greener, using up to 30% less energy than the existing fleet, are set to run on services to a planned new station at Headbolt Lane, Kirkby.
The wider Merseyrail for All programme could ensure every community is well served by an integrated public transport network and new and refurbished train stations are also high on the agenda.
They could include:
- The Baltic Triangle in Liverpool
- Carr Mill in St Helens
- Woodchurch on the Wirral
Note.
- The Baltic Triangle station will be built on the site of the former Liverpool St. James station.
- The Carr Mill station will probably be built on the site of the former Carr Mill station.
- Woodchurch station is likely to be built on the Borderlands Line between Upton and Heswall stations.
Tram-Trains And Trackless Trams
The document says this.
Tram-Train technology and trackless trams will also be looked at as potential means of extending the Merseyrail network into hard-to-reach places. The technology could benefit areas such as Liverpool John Lennon Airport and Speke, Kirkby Town Centre, Southport Town Centre, Wirral Waters and the Knowledge Quarter.
Tram-trains built by Stadler in Valencia are already running in Sheffield and in the next few years they should be deployed on the South Wales Metro.
TStadler are also building Merseyrail’s new Class 777 trains, so I suspect they’ll go together like peaches and cream.
The Belgian firm; Van Hool have a product called Exquicity. This video shows them working in Pau in France.
These tram buses run on rubber types and are powered by hydrogen.
Similar buses running in Belfast are diesel-electric.
Could these be what the document refers to as trackless trams?
Battery Train Trials
The article finishes with this summary of the battery train trials. This is said.
Under the battery trials, financed by the Transforming Cities Fund, one of the new class 777 trains fitted with the battery technology was tested on the Northern line.
The batteries exceeded expectations with the trains travelling up to 20 miles per run without the need for re-charging.
The battery trains would remove the need for the third ‘electric’ rail, enabling the trains to travel beyond the existing network without major track investment.
The units passed all tests during four weeks of trials on the City Region’s rail network in May and June.
The Combined Authority and partners are still assessing the full impact of the Coronavirus pandemic on the programme and will provide more information regarding the roll out as soon as it has been agreed.
It looks to me, if all these plans get implemented successfully, Liverpool City Region will have one of the best public transport systems of any similar-sized cities in the world.
The Full Plan As A Map
This article on the BBC is entitled Battery-Powered Trains Part Of Merseyrail Expansion Plan.
The article contains this map.
There is no key or explanation, but it appears that the pink lines are new routes, where Merseyrail will run trains.
Before I discuss each of the possible routes, I will discuss two big factors, that will affect a lot of my thinking.
The West Coast Main Line
Avanti West Coast have the following stops in trains per hour (tph) at these stations on the West Coast Main Line as its trains pass the East of Merseyside to and from London Euston.
- Crewe – At least 5 tph
- Warrington Bank Quay – At least 2 tph
- Preston – At least 1 tph
These frequencies are in addition to these direct trains from London Euston.
- 1 tph to Liverpool Lime Street, which will rise to 2 tph in the December 2022, with a call at Liverpool South Parkway station.
- Occasional services to Chester throughout the day.
Passengers do not have to go via Liverpool Lime Street to travel to London.
In addition. there are useful services run by TransPennine Express between Liverpool Lime Street and Scotland, that call at Preston.
In Future; High Speed Two
This will call at Crewe, Liverpool Lime Street, Liverpool South Parkway, Preston and Warrington.
Northern Trains
Northern Trains were in all sorts of troubles and the service is now run directly by the Government’s Operator of Last Resort. I suspect that any reasonable offer to takeover over a service will be looked at favourably.
I will now look at Merseyrail’s new routes.
Ormskirk And Southport Via The Burscough Curve
Consider.
- This route has been a long term aspiration of Merseyrail.
- A curve between Burscough Bridge and Burscough Junction will have to be rebuilt on a former alignment.
- Southport and Ormskirk are about 13 miles apart.
- Southport and Ormskirk have third-rail electrified lines to Liverpool and the South.
It would be an ideal route for battery-electric trains with a range of 20 miles.
What would it do for passengers?
- It gives those living near five stations a direct link to Liverpool.
- It gives Southport a town of over 91,000 people more capacity to the city of Liverpool for jobs, leisure and shopping.
- Will it open up more opportunities for new housing in villages like Burscough?
It will certainly give Merseyrail operational advantages to Southport.
Ormskirk And Preston
Consider.
- Takeover of this Northern Trains route has been a long term aspiration of Merseyrail.
- Preston and Ormskirk are about 15.3 miles and 32 minutes apart.
- Omskirk has 750 VDC third-rail electrification and Preston has 25 KVAC overhead electrification.
- The Class 777 trains have been built so they can be updated to dual voltage.
It certainly looks to be a route that could be handled by a battery-electric Class 777 train.
What would it do for passengers?
- It gives those living near the Ormskirk and Preston Line a direct link to Liverpool.
- It creates a direct link in modern electric trains between North Liverpool and Preston, for onward travel on West Coast Main Line services and High Speed Two in the future.
- The journey time could be reduced to under thirty minutes.
As football is so important to the Liverpool economy, would a time around forty-five minutes between Preston and Sandhills station tempt football supporters going to Anfield and Goodison Park to use the train and then perhaps a trackless tram to the stadium?
This Google map shows the location of Anfield, Goodison Park and Sandhills station.
Note.
- Anfield is in the bottom-right corner of the map and is marked by a red arrow.
- Goodison is in the top-right corner of the map, slightly to the West of Anfield.
- Sandhills station is in the bottom-left corner of the map.
Both stadia are around a mile and a half from the station.
Southport And Preston
Once the Ormskirk and Southport and Ormskirk and Preston services are up and running, it would surely be possible to run a Southport and Preston service.
- There would be a reverse at Ormskirk.
- The two sections of Ormskirk and Southport and Ormskirk and Preston would both need battery power.
- Whilst the driver changed ends at Ormskirk, the train would be recharged using a fast and efficient charger.
- Times between Southport and Preston would be under an hour.
It certainly looks to be a route that could be handled by a battery-electric Class 777 train.
What would it do for passengers?
- It gives those living in Southport, a direct link to Preston.
- It creates a direct link in modern electric trains between Southport and Preston, for onward travel on West Coast Main Line services and High Speed Two in the future.
This service could be very valuable for passengers, but I suspect the route could be implemented with minimal infrastructure changes at Ormskirk station.
Ormskirk Station
This picture shows Ormskirk’s single platform from the Merseyrail end.
Note.
- The Liverpool train in the foreground.
- The Preston train in the background.
- The solid barrier between the trains.
I wonder if the following would be possible with the barrier removed.
- The long platform would be treated as one platform divided into two.
- Perhaps they will be the Liverpool and Preston/Southport platform,
- Trains that will leave the station for Liverpool will stop in the Liverpool platform.
- Trains that will leave the station for Preston or Southport will stop in the Preston/Southport platform.
- Through trains between Liverpool and Preston or Southport would be possible.
- A train between Preston and Southport could reverse in the Preston/Southport platform, whilst trains for Liverpool used the Liverpool platform.
It looks like it’s an efficient layout borrowed from somewhere else. and Stadler have probably seen it before.
Headbolt Lane Station
In Headbolt Lane Station Fly-Through, I described the new Headbolt Lane station.
This screen capture is from the video in that post,
Note.
- Two platforms going away from the camera and one platform and what looks to be a siding going towards the camera.
- There appears to be no direct connection between the two different sets of tracks.
Until proven wrong, I believe that the camera is looking towards Liverpool, as it would mean that Liverpool services had two platforms. But they currently make do with one at Kirkby.
There is a walk through between the tracks, which
- Enables passengers to access the second platform.
- Allows passengers to enter the station from the other side.
- Allows non-passengers to cross the tracks on the level.
- Avoids the need to build a bridge.
It is certainly an innovative design.
If occasional trains need to go through, could there be a lift-out section of the walk-through?
But as there are buffer stops on the tracks in the three platforms, that are either side of the walk-through, I suspect it will never happen, as it’s too much hassle.
In the Wikipedia entry for Headbolt Lane station this is said.
The Liverpool City Region Combined Authority announced in July 2021 that a trial of a battery electric multiple unit (BEMU) version of the new Class 777 will serve the new station, when it opens. This will not require all of the line extension to Headbolt Lane to be electrified.
Merseyrail would appear to have neatly side-stepped, the Office of Road and Rail’s policy of no more third-rail electrification.
But I’m sure Merseyrail could put an approved train-charging system in the station.
- They would need one if a Class 777 train arrived with a flat battery.
- They would need one to charge trains on the Headbolt Lane and Skelmersdale service, if the service were to be run by battery-electric trains.
- They would need one to charge trains on the Headbolt Lane and Wigan Wallgate service, if the service were to be run by battery-electric trains.
The system could be based on a short length of overhead wire and a slim pantograph or a system like Railbaar from Furrer + Frey.
But does it give any clues as to the orientation of the station in the video?
- As there are three platforms and a siding, that meet at Headbolt Lane station, all could be fitted with chargers. to make sure the services are reliable.
- Liverpool services could be handled at either end, as it only needs one platform.
- Skelmersdale and Wigan services could probably share a platform, but they would be better surely using two platforms.
- The siding could be created into a platform for extra services to be added to the Merseyrail network
So there is no pressing reason, why the station cannot be North or South of the railway.
I suspect road layout and land use issues will eventually decide, the orientation of the station.
Headbolt Lane And Skelmersdale
Consider.
- This has been a long term aspiration of Merseyrail and Lancashire County Council.
- Headbolt Lane and Skelmersdale are just a few miles apart.
- Direct running between Liverpool and Skelmersdale will not be possible, but it will be a step-free change between trains.
The Wikipedia entry for Headbolt Lane station seems to indicate a proposed extension of the Northern Line with the next stop being the existing Rainford station. This would surely not add greatly to costs and bring Merseyrail to more fare-paying customers.
It certainly looks to be a route that could be handled by a battery-electric Class 777 train.
What would it do for passengers?
- Skelmersdale is a town of nearly 39,000 and is said to be one of the largest towns in England without a rail connection.
- At Headbolt Lane passengers will be able to change for Liverpool or Manchester.
A lot of passengers will have received a modern train service.
Headbolt Lane And Wigan
Consider.
- This service is currently run by Northern trains.
- Kirkby and Wigan Wallgate stations are just over twelve miles apart.
- Someone, who should know told me that by the time High Speed Two starts running through Wigan at a frequency of two tph, the two Wigan stations will have been combined.
- Headbolt Lane station could be the drop-off point for those needing to go to Birmingham, Edinburgh, Glasgow and London on both the current West Coast Main Line and the future High Speed Two.
What better way to start that journey than on one of Merseyrail’s battery-electric Class 777 trains.
What would it do for passengers?
With modern battery-electric trains linking Headbolt Lane station to the combined Wigan station complex, this route could be the zero-carbon route between large parts of Liverpool and cantres of tourism and employment along and to the East of the M6 and the West Coast Main Line.
Liverpool South Parkway And Warrington Central
Consider.
- This would be takeover of part of the current Liverpool Lime Street and Manchester Oxford Road service.
- The map shows the service going at least as far as Warrington Central station.
- Stations between Hunts Cross and Warrington Central include Halewood, Hough Green, Widnes, Sankey and the new Warrington West stations.
Distances are as follows.
- Liverpool South Parkway and Liverpool Lime Street – 5.5 miles
- Liverpool South Parkway and Warrington Central – 12.7 miles
- Liverpool South Parkway and Trafford Park – 25.4 miles
- Liverpool South Parkway and Manchester Oxford Road – 28.7 miles
The following sections of the route have 25 KVAC overhead electrification.
- Liverpool South Parkway and Liverpool Lime Street
- East of Trafford Park.
With a bit more electrification at either end, the whole route should be in range of a battery-electric Class 777 train.
Or the Class 777 trains could be fitted with bigger batteries!
It certainly looks to be a route that could be handled by a battery-electric Class 777 train.
What would it do for passengers?
- This is a route that has needed decent trains for years and has finally got new Class 195 trains.
- But, in addition, the battery-electric Class 777 trains would decarbonise the route.
The major problem, though is not infrastructure or trains, but surely Andy Burnham, who is the outspoken Mayor of Greater Manchester and could object to Merseyrail invading his patch.
Merseyrail’s Cheshire Ambitions
This is a section of the map shown on the BBC article, showing Cheshire.
It looks like there could be as many as three routes.
- Chester and Crewe
- Chester and Runcorn East
- Ellesmere Port and Runcorn East
I’ll now cover the routes in detail.
Chester And Crewe
Consider.
- This would be a takeover by Merseyrail of the existing Trains for Wales service.
- Chester And Crewe are about 21,2 miles and 25 minutes apart.
- Chester has 750 VDC third-rail electrification and Crewe has 25 KVAC overhead electrification.
- The Class 777 trains have been built so they can be updated to dual voltage.
- There is a proposal, that Beeston Castle and Tarporley station be re-opened.
It certainly looks to be a route that could be handled by a battery-electric Class 777 train.
What would it do for passengers?
- If trains will run between Crewe and Liverpool, this creates a second route between the two major stations.
- It creates a direct link in modern electric trains between The Wirral and Crewe, for onward travel on West Coast Main Line services and High Speed Two in the future.
- The journey time could be reduced by enough to increase service frequency on the route.
I This would be a very useful extension of the Merseyrail network.
Chester And Runcorn East
Consider.
- This would be a takeover by Merseyrail of the existing Trains for Wales service.
- Chester And Runcorn East are about 13.1 miles apart.
- Two stations and five miles further on is Warrington Bank Quay station.
- Chester has 750 VDC third-rail electrification and Warrington Bank Quay has 25 KVAC overhead electrification.
- The Class 777 trains have been built so they can be updated to dual voltage.
It certainly looks to be a route that could be handled by a battery-electric Class 777 train.
What would it do for passengers?
- It would enable a Merseyrail circular route from Liverpool Lime Street to Chester via Edge Hill, Wavertree Technology Park, Broad Green, Roby, Huyton, Whiston, Rainhill, Lea Green, St Helens Junction, Warrington Bank Quay, Frodsham, Runcorn East and Helsby.
- After Chester, it could take the Wirral Line back to Liverpool to make it a true Mersey Circular service.
Would a Mersey Circular service be a good idea?
Ellesmere Port And Runcorn East
Consider.
- This been a long term aspiration of Merseyrail.
- This would be a takeover by Merseyrail of the infrequent Northern Rail service.
- Ellesmere Port And Runcorn East are about 10.8 miles apart.
- Two stations and five miles further on is Warrington Bank Quay station.
- Ellesmere Port has 750 VDC third-rail electrification and Warrington Bank Quay has 25 KVAC overhead electrification.
- The Class 777 trains have been built so they can be updated to dual voltage.
It certainly looks to be a route that could be handled by a battery-electric Class 777 train.
What would it do for passengers?
- It would certainly improve rail transport along the South Bank of the Mersey from Ellesmere Port to Warrington Bank Quay or Runcorn East depending on the Eastern terminus.
- If the terminal were to be Warrington Bank Quay that would sort out the charging.
- It could create a direct link in modern electric trains between Ellesmere Port and Warrington Bank Quay, for onward travel on West Coast Main Line services and High Speed Two in the future.
I feel that an Ellesmere Port and Warrington Bank Quay service would be good for the area.
The Borderlands Line
I’ve left the Borderlands Line to last, as I feel it will be a lot more than commuter and leisure line between Liverpool and Wrexham.
- It crosses the border between England and Wales
- The line is 26.9 miles of double track, with a single-track extension of under two miles between the two Wrexham stations.
- It has over twenty stations with more planned in both countries
- It crosses a couple of rivers on long steel bridges.
- It brings commuters to Liverpool and takes workers to the high-tech factories of companies like Airbus and Toyota on Deeside.
- It connects to a lot of golf courses, one of which is the Open Championship course at Royal Liverpool.
- Once in Wales it has two connections to the North Wales Coast Line, which runs between Chester and holyhead.
It is no ordinary railway and is ripe for improvement to bridge passengers to employment sites and leisure areas along its route.
The line has one big problem in that passengers need to change trains at Bidston between Liverpool and Wrexham stations.
- Between Bidston and Liverpool the Merseyrail electric trains to and from Hoylake are used and they turn in the Liverpool Loop under Liverpool City Centre calling at four stations before returning.
- Between Bidston and Wrexham, diesel multiple units are used.
It is a route design straight out of the 1970s of men with minds without imagination. Even British Rail were designing battery-electric trains in the 1950s, which I wrote about in Did The Queen Ever Ride In This Train?.
Merseyrail intend to right the wrongs of the past using battery-electric Class 777 trains.
- As electric versions of these trains will be used on the Liverpool and Hoylake service, there would be no need to change trains at Bidston if the Liverpool and Wrexham trains were just a battery-electric version of the same train.
- The Wrexham trains would drive round the Liverpool Loop tunnel as hundreds of trains do every day.
- The trains would be charged on the existing third-rail electrification at the Liverpool end.
- I’m fairly certain that a frequency of two tph would be possible on the route, if the Liverpool Loop tunnel signalling could cope,
- Trains would need to be charged at the Wexham end of the route and I’m sure Stadler have a solution.
It would be an efficient and cost effective way to decarbonise a tricky but useful branch line.
Conclusion
Stadler are playing their full orchestra of ideas on Merseyrail.
When completed, it will be one of the best metros of any urban areas up to a million people in the world.
This metro could do for Liverpool, what the Beatles did for the city in the 1960s.
The Anonymous Widower 