Uttoxeter Station – 14th October 2026
Becuse Uttoxeter station could be on a possible open access service between St. Pancras and Manchester Piccadilly stations, I went and had a look.
My father would have made a comment about Molotov as regards this station.
Molotov had this reputation for always saying no.
This station is rather short in its list of facilities.
- It has no lifts for the footbridge.
- It has no staff.
- There was no obvious information about local transport.
- I saw no details of how to get a taxi.
- There were no litter bins on Platform 1.
- Poor early and late trains.
I believe this station needs a lot of improvement.
These are my thoughts.
Are Any Improvements Planned At Uttoxeter Station?
I thought I had better ask this question of Google AI first, so I didn’t repeat myself.
Google AI gave me this answer to the question.
Several service and timetable improvements are planned for Uttoxeter station:
Sunday Train Timetable Changes: Starting in December 2026, Sunday train services through Uttoxeter and Tutbury will be expanded to run from 9:30 AM onward, removing the previous restriction where trains did not start until after 3:00 PM.
Local Campaign for Increased Frequency: Local campaigns and discussions with East Midlands Railway (EMR) and Network Rail are underway to assess adding more frequent local train services and extra carriages on the Derby-to-Crewe line, including through Uttoxeter.
Proposed Open Access Services: Grand Central Trains has submitted an application for a new open access train service connecting Manchester Piccadilly and London St. Pancras that would call at Uttoxeter (proposing five trains per day).
Regional Infrastructure Upgrades: Network Rail has conducted ongoing infrastructure and track-renewal works across Derbyshire and Staffordshire (such as recent upgrades near Wychnor Viaduct and Clay Mills level crossing) to improve overall line reliability for services passing through Uttoxeter.
Note.
- When I visited the station, a guy complained to me about train times.
- I took one train to Uttoxeter and one from the station. Both were crowded.
- I believe Grand Central Trains service between London St. Pancras and Manchester Piccadilly will be a winner.
- Good to see that a level crossing has been removed.
Nothing seems to be planned, except for the better timetable.
Would Adding The Open Access Service Be Welcomed?
The open access service could have these effects.
- Five more trains in each direction would add more capacity.
- Trains could be timetabled to run in busy times.
- Early and late trains, would benefit shift workers.
- Running to London St. Pancras would connect to Continental services in the same station.
- Running to stations like Derby, Leicester, Stoke-on-Trent, Stockport and Manchester Piccadilly would widen the employee catchment area for employers in Uttoxeter.
- Alton Towers, JCB and Uttoxeter racecourse would probably all benefit from a direct train service to London St. Pancras, Derby, Stockport and Manchester.
Andy Burnham says he wants growth. Surely these five trains in each direction would inject growth into Uttoxeter and the surrounding area.
A Decent Bus Service To Local Attraction Would Be Needed
I took these pictures today of a small bus in London.
Note.
- It is a Wrightbus GB Kite electric bus.
- It was built in Northern Ireland.
- Wrightbus is owned by Lord Bamford’s son.
- Lord Bamford’s family own JCB.
I’m sure the family can agree on a deal to make Uttoxeter a must-visit place.
Sheffield Station – 14th October 2026
I went to Sheffield station and took these pictures.
Note.
- The tram electrification clearly shows, where the Sheffield Supertram runs above the railway.
- My Class 222 trains arrived in Platform 5 from London.
- A five-car Class 810 train is 120 metres long.
- Platform 8 is a 378 metre through platform.
- What is the purpose of the white iron beams over the track, in the pictures of Platform 8?
- The beams are fairly substantial
- Platform 7 is a 135 metre bay platform.
- There are also similar shorter beams over the bay Platform 7.
- The platforms are well-provided with lifts.
- In the past, I have used Platform 7 to take a train to Manchester Piccadilly station along the Hope Valley Line. This could be an ideal route for battery-electric trains, as it is scenic and only 42.1 miles long.
If these beams are to hold overhead electrification cables to charge battery-electric trains, then the bay Platform 7 could charge a single train and Platform 8 could charge a pair of trains.
I have some thoughts and questions.
Could Sheffield Station With A Charger In Platform 8, Return a Class 810 Battery-Electric Train To London?
In Electrification Project’s Major Milestone Delivered On Time And Under Budget, I had a section, which was entitled Battery-Electric Trains Between St. Pancras And Sheffield Stations, where I said this.
Real Time Trains reveal the following about current St. Pancras and Sheffield services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Sheffield station diesel generators provide train power.
- Kilby Bridge junction and Sheffield station are 71.4 miles apart.
This would mean.
- For a one-way journey a battery range of 71.4 miles would be needed.
- For a return journey a battery range of 142.8 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby and Chesterfield stations would be served on battery power.
I suspect charging could be installed if required at Sheffield station.
This charging would need to put enough electricity in the batteries to get back to Kilby Bridge junction.
It certainly looks like.
- Platform 7 is long enough to charge a five-car train.
- Platform 8 is long enough to charge a ten-car train.
I don’t think the world’s first battery-electric 125 mph battery-express train is far away.
Could Two Trains Be Charged At The Same Time?
I don’t see why not, if the electrification has enough capacity.
Could Rigid Overhead Conductor Rails As At St. Pancras Thameslink Station Be Used?
These pictures show those rails.
I don’t see why not.
How Long Will Trains Take Between London St. Pancras And Sheffield?
I asked Google AI, how long the current trains take and received this reply.
East Midlands Railway (EMR) trains between London St Pancras International and Sheffield Station take an average of 2 hours and 12 minutes to 2 hours and 15 minutes, with the fastest direct services completing the journey in 1 hour and 57 minutes to 2 hours 1 minute.
I suspect that for marketing reasons, all services will be a minute or so, less than two hours.
Will The Trains Be Five- Or Ten-Cars?
As it appears, that trains of both lengths can be charged at both ends of the route, East Midlands Trains can run the trains, so that they maximise the numbers of passengers.
But I suspect, it will be a two trains per hour, guaranteed two hour service between London St. Pancras and Sheffield.
Could Trains Between London St. Pancras And Sheffield Be Extended To Leeds?
Consider.
- According to Google AI, historically, there have been trains that have run between between London St. Pancras and Leeds via Sheffield and the Midland Main Line.
- Trains would use Platform 8 at Sheffield, as it is an electrified through platform.
- The route between Sheffield and Leeds would be something like Meadowhall, Rotherham Central, Swinton, Bolton-on-Dearne, Moorthorpe, Fitzwilliam, Westfield Westgate and Outwood.
- Trains could also charge their batteries at Leeds, if required.
- Sheffield and Leeds is only 39 miles
Note.
All the intermediate stations between Sheffield and Leeds, would get direct services to Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and London St. Pancras.
- Trains would not leave Sheffield until the batteries were full.
- As my pictures show that Sheffield will have two platforms capable of fully-charging trains for London St. Pancras, I suspect that Sheffield will still have two trains per hour to London St. Pancras.
- As Platform 8 at Sheffield can handle ten-car trains, five- and 10-car trains can be run between London St. Pancras and Leeds.
Could Manchester And Sheffield Trains Along The Hope Valley Be Run By Battery-Electric Trains?
Consider.
- The Hope Valley Line between Manchester Piccadilly and Sheffield is only 42.1 miles.
- The service is currently hourly.
- The Hope Valley Line has recently been upgraded.
- Could the upgrade allow two trains per hour?
- Some trains between Manchester Piccadilly and Sheffield already use Platform 7 in Sheffield station.
Note.
- The Hope Valley Line is a scenic route.
- The service would use Platform 7 at Sheffield station.
- All platforms at Manchester Piccadilly station are electrified, so could top up the battery-electric trains.
- A two trains per service would have a cross-platform interchange with London trains in Platform 8.
- I’m sure that Hitachi could create a battery-electric version of their Class 185 train.
- I also suspect that CAF would be able to provide a battery-electric version of their Class 332 train, that Northern uses.
I believe that travellers using the Hope Valley Line would welcome an improved service.
Could A Battery-Electric Train With A Range Of 70 Miles Run A London And Nottingham Service?
In Electrification Project’s Major Milestone Delivered On Time And Under Budget, I had a section, which was entitled Battery-Electric Trains Between St. Pancras And Nottingham Stations, where I said this.
Real Time Trains reveal the following about current St. Pancras and Nottingham services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Nottingham station diesel generators provide train power.
- Kilby Bridge junction and Nottingham station are 33.1 miles apart.
This would mean.
- For a one-way journey a battery range of 33.1 miles would be needed.
- For a return journey a battery range of 66.2 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway and Beeston stations would be served on battery power.
I suspect charging could be installed if required at Nottingham station.
But would it be needed, as the battery range for for Sheffield is more than that needed for a return journey to Nottingham?
Will JCB And Alton Towers Like The New Manchester Piccadilly And St. Pancras Rail Service At Uttoxeter Station?
Grand Central Trains have applied for an open access service between Manchester Piccadilly and St. Pancras stations.
- This service will call at Stockport, Macclesfield, Congleton, Stoke-on-Trent, Uttoxeter, Derby, Loughborough, Leicester, Wellingborough and Luton Airport Parkway.
- Grand Central Trains are asking for five trains per day.
- JCB and Alton Towers are the two largest employers in the area and employ more than a few thousand between them.
- The JCB headquarters and factory are 5.6 miles from Uttoxeter station.
- Alton Towers is 10 miles from Uttoxeter station.
- Alton Towers have given the new train service their backing.
- The current local train service through Uttoxeter is only an hourly diesel service between Crewe and Lincoln, with additional calls at Stoke-on-Trent, Derby and Nottingham.
- Trains seem to call at Uttoxeter between 07:00 and 22:00.
I suspect that this train service may not be enough.
I have some questions and thoughts.
What Trains Will Be Used For The Manchester Piccadilly And St. Pancras Rail Service?
Initially, it is likely, that hand-me-down Class 180 trains will be used.
- They are five-car diesel trains.
- As they are only 116.52 metres long, they are less than 120 metre, so they will fit the platforms at St. Pancras.
- They are 125 mph trains.
I have problems with their air-conditioning.
I am sure, that JCB, Alton Towers and all their employees and visitors would prefer a mouse-quiet zero-carbon train and Grand Central Trains have some Class 820 trains on order from Hitachi.
- They are five-car tri-mode trains.
- They will have to have 24 metre cars, so they will fit the platforms at St. Pancras.
- They are 125 mph trains.
They will use battery power between Kilby Bridge junction and Stoke-on-Trent station, which is about 71 miles.
How Long Will St. Pancras And Uttoxeter Take?
Consider.
- The fastest time between St. Pancras and Derby stations takes 87 minutes
- A Class 170 train takes 26 minutes between Derby and Uttoxeter.
I believe that with a few minutes for the driver to change ends at Derby, that St. Pancras and Uttoxeter stations will be under two hours.
I asked Google AI, how long it would take to drive and received this reply.
Driving between Uttoxeter and London takes approximately 2 hours and 44 minutes to 3 hours and 4 minutes, depending on the route you choose.
That is an impressive saving.
Do Alton Towers And JCB Have Difficulty Getting Local Employees?
I asked this question of Google AI and received this answer.
Yes, Alton Towers and JCB face persistent and unique challenges when it comes to recruiting and retaining local employees. Both companies are the dominant, marquee employers in the rural area of Staffordshire Moorlands, but their location and operational models create distinct logistical and competitive hurdles.
The two primary factors causing recruitment and retention difficulties include:
- Inaccessible Rural Locations & Public Transport Barriers
According to local planning and infrastructure assessments published by Staffordshire Authorities, both Alton Towers and JCB operate vast facilities in highly rural pockets of the county.
The Public Transport Gap: Local public transport options are heavily limited and typically do not run late enough or early enough to match the shift patterns of either employer.
The Commute Burden: Reviews from local workers on platforms like SimplyHired note that non-driving local staff face highly stressful or prolonged commutes (sometimes taking up to two hours via limited staff shuttle buses), which quickly makes entry-level or minimum-wage roles financially non-viable.
2. Wage and Poaching Competition Between the Two
Because they pull from the exact same local labor pool in neighboring towns like Cheadle and Uttoxeter, they often find themselves in direct competition for workers, creating a localized hiring tug-of-war.
The Pay Disparity: Users on Reddit’s AltonTowers forum point out that Alton Towers struggles heavily to retain staff in certain operational positions because nearby JCB acts as a “better payer,” poaching local talent away with higher industrial wages.
Seasonal vs. Year-Round Stability: Alton Towers’ recruitment model relies heavily on hiring roughly 1,500 to 2,500 seasonal workers annually who are let go between November and March. Local school-leavers and workers frequently jump from Alton Towers to JCB when looking for permanent, year-round manufacturing contracts.
There are some obvious things, that could be done to ease getting to Alton Towers and JCB.
Do Alton Towers And JCB Have Visitors From London And The Nearby Continent?
I asked this question of Google AI and received this answer.
Yes, both Alton Towers and JCB attract significant numbers of visitors from London and mainland Europe. Because both attractions are located close to each other in Staffordshire, England, they draw heavily from the capital city as well as international tourists through well-established transportation links.
Alton Towers Resort
As the UK’s largest theme park, Alton Towers welcomes over 2.5 million visitors annually.
Visitors from London: Londoners make up a large segment of the park’s domestic traffic. Travelers frequently make the trip from London Euston to Stoke-on-Trent via Avanti West Coast trains, which takes approximately 1 hour and 40 minutes before a short connecting taxi ride to the gates. Numerous direct coach excursions also depart regularly from London neighborhoods like Wembley and East Ham.
Visitors from the Continent: European theme park enthusiasts routinely include Alton Towers in UK vacation packages to experience its world-renowned “white-knuckle” rollercoasters (like The Smiler or Nemesis Reborn). International tourists commonly fly into nearby hubs like Manchester Airport (MAN) or travel up via the Eurostar and London rail connections.
JCB World Headquarters & Factory Tours
Located in Rocester, the JCB World Headquarters operates a highly popular VIP Visitor Centre and public factory tour experience.
Visitors from London: Industrial tourism and corporate groups frequently travel from London for the 2.5-hour “Story of JCB” manufacturing walkthrough. The company heavily markets to the London crowd, recently launching major public showcases directly outside London’s King’s Cross Station to celebrate its milestones.
Visitors from the Continent: Because JCB is a global powerhouse in construction and agriculture, its Staffordshire headquarters is a major destination for European dealership delegations, commercial buyers, and equipment enthusiasts from France, Germany, and the Netherlands.
On this cursory look, it would appear that for both attractions, a direct train service from Uttoxeter station could make travel easier.
Would Early And Late Trains Between Say Leicester And Stockport Via Derby Help Alton Towers’s And JCB’s Recruitment?
Yes, introducing early and late train services between Leicester and Stockport via Derby would significantly boost recruitment for both Alton Towers and JCB. Both major employers are located in semi-rural Staffordshire, and their primary staffing constraint is the severe lack of viable public transport matching their unsociable shift patterns.
A rail service connecting Leicester and Stockport via the Crewe-Derby line passes directly through Uttoxeter, which serves as the main transit gateway for both companies.
Alleviating the Alton Towers Commute Crisis
Alton Towers relies on thousands of seasonal workers, ride hosts, and hospitality staff who are often younger and do not drive due to high insurance costs. On platforms like Reddit, staff agree that the limited existing employee bus schedules result in grueling 16-hour days due to poorly timed drop-offs and pick-ups.
Late-Night Events: Key seasonal periods like Scarefest require staff to work late cleaning and hospitality shifts ending past 11:00 PM.
Urban Talent Pools: Early and late trains would allow workers living in major urban hubs like Derby, Stoke-on-Trent, and the surrounding regions to commute reliably without needing to rely on expensive taxis or restricted private buses.
Unlocking Shift Coverage for JCB
JCB’s main manufacturing and logistics clusters are centered around Rocester and Uttoxeter. A major portion of their workforce operates on rigid shift patterns (such as 6:00 AM starts or late evening finishes).
Apprentice Mobility: JCB runs joint mechatronics apprenticeships where students spend their first 22 months training at Toyota in Derby before transitioning to the Uttoxeter sites. Better early/late rail links between Derby and Uttoxeter would directly ease this cross-county relocation friction.
Widening the Demographic: Reviews from recruitment groups on Facebook emphasize that confirming shift logistics is the hardest part of securing employment at JCB for younger workers. Reliable, early-morning transit expands their hiring radius to encompass South Manchester (Stockport) and the East Midlands (Derby/Leicester).
It certainly looks like early and late trains would be valuable to both attractions.
But it doesn’t have to be a full London Manchester service with an expensive train. I’m sure Alstom at Derby could build a four-car Adessia battery-electric train, that could handle the route, which would also be suitable for the local Crewe and Lincoln service.
Electrification Project’s Major Milestone Delivered On Time And Under Budget
The title of this post, is the same as this news item from Network Rail.
These four paragraphs give details of the electrification project.
The railway line between Kettering in Northamptonshire and Wigston near Leicester has reached a major milestone by being officially declared ready and safe for electric trains.
The certification for the 23-mile section is a massive achievement in Network Rail’s Midland Main Line Electrification Programme – the biggest programme of improvements to the line since its completion in 1870.
Electrification is a key part of the Government’s net zero carbon target by 2050, while also being quieter for passengers and residents living near the railway.
The Office of Rail and Road (ORR) issued the Authorisation to Place into Service (APiS) for the Kettering to Wigston section, which includes a new substation at Braybrooke, near Market Harborough, to provide extra power and resilience to the network.
This map from Open Railway Map shows the newly electrified section.
Note.
- Red tracks are electrified and black tracks are not.
- The triangular track in the North-West corner of the map is Wigston junction.
- The track going North from this junction is the Midland Main Line to Leicester, Derby, Nottingham, Sheffield and other destinations served by East Midlands Railway.
- The track going West from this junction goes to Birmingham.
- The track going South from this junction is the Midland Main Line to Kettering and ultimately to London St. Pancras.
- The blue arrow indicates Kilby Bridge junction.
The electrification goes all the way between Wigston junction and London St. Pancras station.
I believe that what electrification has now been erected on the Midland Main Line can support battery-electric trains to the East Midlands Railway’s existing destinations.
Battery-Electric Trains Between St. Pancras And Leicester Stations
Real Time Trains reveal the following about current St. Pancras and Leicester services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Leicester station diesel generators provide train power.
- Kilby Bridge junction and Leicester station are 5.6 miles apart.
This would mean.
- For a one-way journey a battery range of 5.6 miles would be needed.
- For a return journey a battery range of 11.2 miles would be needed.
I suspect charging could be erected if required at Nottingham station.
Battery-Electric Trains Between St. Pancras And Nottingham Stations
Real Time Trains reveal the following about current St. Pancras and Nottingham services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Nottingham station diesel generators provide train power.
- Kilby Bridge junction and Nottingham station are 33.1 miles apart.
This would mean.
- For a one-way journey a battery range of 33.1 miles would be needed.
- For a return journey a battery range of 66.2 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway and Beeston stations would be served on battery power.
I suspect charging could be installed if required at Nottingham station.
Battery-Electric Trains Between St. Pancras And Sheffield Stations
Real Time Trains reveal the following about current St. Pancras and Sheffield services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Sheffield station diesel generators provide train power.
- Kilby Bridge junction and Sheffield station are 71.4 miles apart.
This would mean.
- For a one-way journey a battery range of 71.4 miles would be needed.
- For a return journey a battery range of 142.8 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby and Chesterfield stations would be served on battery power.
I suspect charging could be installed if required at Sheffield station.
What Battery Range Would be Needed For Battery-Electric Trains To All Destinations?
Consider.
- I will assume that trains will change between power sources, as they do now at Kilby Bridge junction.
- Leicester is only a few miles from Kilby Bridge junction.
- Sheffield is the largest distance from Kilby Bridge junction at 71.4 miles.
- A return trip to Nottingham from Kilby Bridge junction at 66.2 miles is less than a one-way trip to Sheffield.
- It would appear that so long as the battery-electric trains have a battery range of greater than 71.4 miles, Battery-electric trains could cover all destinations.
I would expect a battery range of between 80 and 90 miles would be ideal, as it would give a sensible reserve.
In addition, charging would be needed at Sheffield.
Charging At Sheffield Station
This OpenRailwayMap shows Platform 8 at Sheffield station.
Note.
- The pink tracks are the Sheffield Supertram, that runs on the East side of the station.
- The black tracks are those in the platforms of Sheffield station.
- The Easternmost platform in the station is Platform 8, which is 368 metres long.
- Platform 8 could hold two five-car Class 810 trains.
I believe that if Platform 8 were to be electrified, it could charge trains before they returned to London.
Could Pairs Of Five-Car Class 810 trains, Work Between St. Pancras And Sheffield Stations?
Consider.
- Pairs of five-car Class 810 trains, were designed to be able to use St. Pancras station.
- It appears Platform 8 at Sheffield could handle a pair of five-car Class 810 trains.
- Hitachi’s IET trains have been designed to be converted into battery-electric express trains.
- Battery-electric trains are likely to be quieter and have less vibration, than diesel trains.
What would a two battery-electric trains per hour service do for the City of Sheffield?
Conclusion
It does appear, that the Midland Main Line was designed for battery-electric operation.
The mathematical fit of trains, routes and stations is faultless.
Blackfriars Station – 22nd July 2026
I feel that with a few modifications, Thameslink could solve some of London’s airport connectivity and general transport capacity problems.
So this morning, I went to Blackfriars station and took these pictures.
Note.
- Blackfriars station has two through platforms and two South-facing bay platforms.
- Blackfriars station is fully step-free.
- The two through platforms handle just 12 trains per hour (tph).
- Both Thameslink and the Elizabeth Line are designed to handle up to 24 tph.
The Wikipedia entry for Thameslink, says this about the frequency of operation.
The new services began operating in 2018, though the full projected timetable of 24 trains per hour has never been achieved.
So how could this spare capacity be used?
Could A Gatwick And Luton Airport Express Service Be Developed?
Consider.
- Thameslink already has a 2 tph Bedford and Brighton service, that already stops at the two airports, but it also stops at twenty other stations.
- Thameslink already has a 2 tph Bedford and Three Bridges service, that already stops at the two airports, but it also stops at nineteen other stations.
- Both airports have a 6 tph service, that stops in Central London at London St Pancras International(for Eurostar), Farringdon (for the Elizabeth Line), City Thameslink, London Blackfriars and London Bridge.
- East Midlands Railway operates a 2 tph St.Pancras International and Corby service, which stops at Luton Airport Parkway, Luton, Bedford, Wellingborough, Kettering, which takes only 32 minutes. This service uses a dedicated platform at St.Pancras International, where platform space is limited.
I wonder if it would be better if the East Midlands Railway service became an Express service through the Thameslink core and perhaps replaced one of Bedford’s Thameslink services. Bedford would still have the same number of services, but two would be a lot faster.
Battery-electric trains might even extend the service to Leicester, which might allow extra stations at Oakham and Melton Mowbray to be added.
Calls Grow For Direct Trains To New Universal Park
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading
There are growing calls for more train services to run directly to Universal’s planned UK theme park.
These two paragraphs add more details.
West Northamptonshire Council said it had written to the secretary of state for transport to ask that Northampton be included in passenger service plans for East West Rail.
It comes after Northampton South’s Labour MP Mike Reader raised the issue in the House of Commons, warning the current plans meant the town could “miss out on the opportunities” the park brings.
How Will Universal United Kingdom Resort Connect To The Rail System?
I asked Google AI the question above and received this answer.
The proposed Universal United Kingdom Resort near Bedford will connect to the rail system via two primary railway stations:
Wixams Station (Midland Main Line): A two-platform station currently under construction to the east of the site. Universal plans to expand this to four platforms to accommodate high visitor volume, connecting passengers directly to Thameslink services in about 45 minutes from Central London. A dedicated fleet of resort shuttle buses will run between Wixams and the park entrance.
East West Rail Station (Stewartby): A dedicated, purpose-built station is planned directly adjacent to the resort on the western side of the park. This will replace the older Kempston Hardwick station, providing high-capacity, five-carriage trains running between Oxford and Cambridge.
Together, these stations and surrounding road networks—such as the upcoming dedicated slip roads off the A421—will form the East and West Gateway Zones for the resort.
This OpenRailwayMap shows the railways in the are of the Universal United Kingdom Resort.
Note.
- The red track is the Midland Main Line between St. Pancras and Leicester, Derby, Nottingham and Sheffield.
- The black track is the East-West Rail between Bedford and Oxford when it opens.
- This section of the East-West Rail is shown dashed as it is not finalised yet
- The East-West Rail should eventually connect Oxford and Cambridge.
- The blue arrow indicates Stewartby station.
- The village of Wixams is at the right edge of the map.
If you read the Wikipedia entry for the new Wixams station, you get the impression, that a lot of groups and organisations don’t agree on lots of things about the railway, the theme park and Wixams station.
This second OpenRailwayMap shows the railways between Northampton and Bedford.
Note.
- The red tracks at the left are the West Coast Main Line between Euston and the North.
- The blue arrow indicates Northampton station.
- The red tracks at the right are the Midland Main Line between St. Pancras and the Midlands
- The black tracks connecting the two main lines are East-West Rail.
- The Western end of this section is at Bletchley, where the East-West Rail crosses the West Coast Main Line and also connects to it.
- The Eastern end of this section is at Bedford, where the East-West Rail joins the Midland Main Line through Bedford.
- Milton Keynes station is on the West Coast Main Line, just a few miles North of Bletchley station.
It looks to me, that a train could run between Northampton and Bedford stations, which could stop at Stewartby.
Are Universal United Kingdom Resort Going To Encourage Visitors To Use Rail?
I asked Google AI the question above and received this answer.
Yes, the Universal United Kingdom resort is making extensive plans to encourage and accommodate visitor travel by rail. The upcoming destination near Bedford is heavily integrating public transit into its infrastructure to manage the expected 8.5 million annual visitors.
The resort’s focus on railway accessibility includes several key features:
Dedicated Resort Station: Land has been explicitly reserved for a dedicated railway station directly at the resort on the East West Rail line, which connects Oxford and Cambridge.
Increased Train Frequency: To ensure seamless transportation, the East West Rail service plans to run up to five trains per hour during peak times specifically to cater to theme park visitors once it is fully operational.
Wixams Station Upgrades: A significant portion of a £1.3 billion government investment package is being utilized to construct and expand the nearby Wixams Railway Station, creating robust links along the Midland Mainline.
Initial Bus & Marston Vale Services: For the opening window of the park, Universal is setting up dedicated bus connections (such as from Milton Keynes) alongside existing local Marston Vale line options as full East West Rail expansions are completed.
Note how this question got slightly different answers to my original question, but they don’t conflict with each other.
I do find though with AI, that the more questions you ask and the more you refine those questions, the better answers you obtain.
But surely that is to be expected. Or at least hoped for!
Will Universal United Kingdom Resort Be Attracting Overseas Visitors?
I asked Google AI the question above and received this answer.
Yes, the Universal United Kingdom Resort will be a major draw for international tourists. Projections estimate that the park will attract well over one million overseas visitors annually, serving as a catalyst to boost Britain’s global visitor economy.
The resort’s target demographic is explicitly designed to tap into international travel markets:
International Forecasts: Tourism officials and developers project that up to one-third (30%) of all visitors in its opening year will be from overseas, with projections shifting toward a 40% to 50% international mix as the resort matures.
Global Location: As the only Universal-branded theme park in Europe, it will be highly accessible to travelers arriving through London’s major international airports and rail hubs.
Economic Boost: Because of this anticipated influx, the UK Government is backing the Universal United Kingdom Resort with £1.3 billion for strategic road and rail upgrades. This includes enhancing connectivity on the A421 and at Wixams train station to seamlessly transport international visitors directly to the Bedfordshire site.
Will Universal United Kingdom Resort Be Attracting Visitors From Scotland?
I asked Google AI the question above and received this answer.
Yes, the Universal United Kingdom Resort in Bedfordshire is expected to be a major draw for visitors from Scotland. As the first Universal-branded theme park in Europe, it is designed as a destination resort meant to attract millions of tourists annually from across the UK and the wider continent.
The projected 8.5 million annual visitors will be drawn from all over, driven by several key factors:
High-Speed Connectivity: Situated in Kempston, Bedfordshire, the resort is roughly 50 miles north of London. Scottish travelers can easily access it by taking direct train routes (e.g., LNER or Avanti West Coast) from Edinburgh and Glasgow to London Kings Cross or St Pancras, then catching connecting trains to Bedford in under an hour. Alternatively, direct flights into London Luton Airport place visitors within a very short distance of the park.
National Draw: Because it is the only destination of its kind in the UK, it is being positioned as a “must-visit” national tourist attraction, capturing a large domestic market extending well beyond the southeast of England.
I believe that travelling between Universal United Kingdom Resort and Scotland by rail could be improved significantly, if the following were to be done.
- Fit batteries to the Class 810 trains run by East Midlands Railway, so they could run between St. Pancras and Sheffield stations without using diesel. This in itself, would probably attract more passengers.
- I believe that little or no electrification would need to be added, so that Sheffield could be an all electric and probably faster, trip from London or Universal United Kingdom Resort.
- The battery-electric trains would need to be charged at Sheffield, but why not do this at Doncaster station, which is a station with copious electrification.
- Extending the Sheffield services to Doncaster would also allow LNER passengers between Aberdeen, Edinburgh or Newcastle and Derby or Universal United Kingdom Resort, to do the trip with a single cross-platform change at Doncaster between two almost identical Hitachi trains.
- Sadly, the Midland Main Line has suffered a tragic accident this week. Were passengers going between Scotland and say Luton Airport inconvenienced? I believe that linking the two London services together at Doncaster, would have advantages for passengers, operators and Network Rail. Especially, when engineering works are scheduled!
I talk about using battery-electric trains to fully electrify the Midland Main Line in Could Electric Trains Run Between St. Pancras International and Sheffield Stations With No More Electrification?
Can East Midlands Railway Reach Nottingham Without More Electrification?
I went to Nottingham for the day yesterday.
- My Super Off-Peak Return ticket cost me £55.30 with a Senior Railcard.
- The Class 810 train is without doubt the best Hitachi Intercity Express Train of a good bunch.
- St. Pancras and Nottingham is 126.4 miles.
- There is no electrification between South Wigston Junction and Nottingham, which is 31.1 miles, although the change seems to be said to take place at Kilby Bridge junction.
- It would appear that, when the Class 810 trains are fitted with batteries, they will need a range of at least 62.2 miles, to do a return trip to Nottingham.
- In The Data Sheet For Hitachi Battery Electric Trains, I state that the maximum range of a three-battery five-car train is 117 miles. This figure has been seen by Hitachi and they didn’t say it was too high.
- I look forward to doing the same trip in a few months, using batteries to the North of the section between Kilby Bridge and South Wigston junctions.
It could be the first battery-electric 125 mph express train.
Now that is what I call affordable electrification.
I have some further thoughts.
Kilby Bridge And Wigston Junctions
This Google Map shows the Midland Main Line between Kilby Bridge and Wigston junctions.
Note.
- Kilby Bridge junction is marked by the red arrow in the South-East corner.
- The Midland Main Line runs through Kilby Bridge junction.
- South-East it goes to London.
- North-West is leads to the large triangular Wigston junction, with South Wigston station at its Western point.
- The Northern point of Wigston junction leads to Leicester.
- There are three tracks between Wigston and Kilby Bridge junctions.
- All tracks to the South of South Wigston junction are electrified.
- The distance between Wigston and Kilby Bridge junctions is two miles.
- The maximum speed between Wigston and Kilby Bridge junctions appears to be at least 100 mph.
It looks to me, that this section of track has been designed, so that trains can reliably raise and lower pantographs at the highest speed possible.
The Electrification Problem At Leicester
Some years ago I came back to London from Leicester with a group of drivers. At one point, the conversation turned to electrification and they said that they had met a Network Rail engineer, who had told them, that the bridge over Leicester station was rather low for electrification and the track couldn’t be lowered because Leicester’s main sewer was underneath the railway.
In Leicester Station – 4th Jan 2022, I show a selection of pictures of Leicester station’s Grade II Listed frontage.
I doubt it would be possible to seriously alter Leicester station to electrify it, as the Heritage Taliban would have a field day.
But if I’m right that all services will be run North of Wigston on batteries, there will be no need to electrify through Leicester station.
Not only would using battery-electric trains probably be more affordable than electrification, but also because of the Leicester electrification problem, it would be less inconvenient for passengers.
Changing From Electric Going North
This OpenRailwayMap shows the electrification between Wigston Junction and Leicester station.
Note.
- Leicester station is marked by the blue arrow.
- The triangular Wigston junction is clearly visible.
- Kilby Bridge junction is South-East of Wigston junction.
- Leicester station and South Wigston junction is 3.6 miles and the tracks are shown as dashed black and red, which means future electrification.
I wonder, if in the future, if the battery-electric don’t have enough range, this is a simple section of electrification, that could be installed. Every extra mile of electrification between Leicester station and South Wigston junction would mean two miles could be chopped from the distance the trains had to travel on batteries.
But in the interim, going North, the driver would just make sure there was enough electricity in the batteries and momentum in the train, when passing South Wigston.
As trains arriving at South Wigston junction will typically have been running for over an hour, they should have full batteries to start theur explore of the North.
Changing To Electric Going South
The trains from the North, must have enough juice in the battery to reach South Wigston, so they can connect to the electrification for the run to London.
Could A Four-Battery Class 810 Train Reach Sheffield?
Consider.
- St. Pancras and Sheffield is 164.7 miles.
- There is no electrification between South Wigston Junction and Sheffield, which is 89.4 miles, although the change seems to be said to take place at Kilby Bridge junction.
- It would appear that, when the Class 810 trains are fitted with batteries, they will need a range of at least 178.8 miles to do a return trip to Sheffield.
- If a three-battery five-car Class 810 train has a battery range of 117 miles, on a pro-rata basis a four-battery five-car will only have a range of 156 miles.
That would be a big ask.
Could A Three-Battery Class 810 Train Reach Sheffield?
What would happen if one diesel engine was still installed?
These are my thoughts.
- As a Graduate Control Engineer, I wouldn’t be surprised that Hitachi have a strategy to do this with a tri-mode version of the Class 810 train.
- Hitachi have already announced the Class 820 train for Grand Central Trains and this is a tri-mode version of their InterCity Express, which is described in this Wikipedia entry.
- As Grand Central have said that the Class 820 trains, will be replacing the Class 180 trains, that run to Bradford Interchange and Sunderland, a tri-mode Class 810 would surely be able to run to Sheffield.
Could East Midlands Parkway Station Be Used For Opportunity Charging?
This Google Map shows East Midlands Parkway station with the massive derelict Radcliffe-on-Soar coal-powered power station alongside.
Note.
- The Midland Main Line running North-South across the map.
- East Midlands Parkway station on its Western side.
- The derelict Radcliffe-on-Soar coal-powered power station on its Eastern side.
A vast site like this must have uses.
I asked Google AI,”What Are The Plans For Radcliffe-on-Soar Power Station?” and received this reply.
The former Ratcliffe-on-Soar power station site is undergoing a multi-year decommissioning and demolition process, lasting until at least 2030 or 2031, to be transformed into a zero-carbon technology, energy, and advanced manufacturing hub.
Key details of the redevelopment include:
Site Vision: The 273-acre brownfield site has been earmarked to become a major business hub focused on advanced manufacturing (e.g., electric car batteries), low-carbon energy production, energy storage, and AI-driven data centres.
Economic Status: The site is a core component of the East Midlands Freeport, which offers significant financial incentives to attract business investment and create an estimated 7,000 to 8,000 jobs.
Demolition Timeline: The first demolition works are expected to begin in 2026, with the iconic cooling towers and main chimneys scheduled for controlled demolition between 2029 and 2030.
Planning Framework: A Local Development Order (LDO) granted by Rushcliffe Borough Council is in place to fast-track the planning process for these modern, green-focused industrial uses.
As the site will need to be supplied with a reliable energy supply for some of the proposed uses, I suspect power could be supplied to electrify the lines through East Midlands Parkway station, so that trains going to the North could take the opportunity to have a Formula One-style “Splash-and-Dash!”
Would Opportunity Charging At East Midlands Parkway Station Allow Extra Destinations?
Holders of the East Midlands Franchise have in the past, served other destinations in the past, either with regular services or engineering or seasonal diversions.
Possible destinations could be.
Cleethorpes
Distance to South Wigston – 112.4 miles
Doncaster
Distance to South Wigston – 108.1 miles – But could top up at Doncaster.
Rotherham Central
Distance to South Wigston – 102.2 miles
Scunthorpe
Distance to South Wigston – 112.4 miles
Could Electric Trains Run Between St. Pancras International and Sheffield Stations With No More Electrification?
A reader suggested, that I look at this, so here goes!
- A couple of weeks ago, I took a Class 222 diesel train back from Sheffield to St. Pancras International and it seemed a few minutes quicker.
- Looking at the timetable today, at least one service on the route is now just under two hours and some others are just over.
So the new Class 810 trains may not be fully in service yet, but the trains have already had an effect on the timetable.
How Far North Is The Midland Main Line Being Electrified?
I asked Google AI this question and received this answer.
As of early 2026, the Midland Main Line (MML) is electrified as far north as Wigston, just south of Leicester.
- Northern Limit: The section from Kettering up to Wigston South Junction was energised in July 2024, representing the current northern limit of 25kV overhead line equipment (OLE).
- Pause in Further Electrification: Following a UK government spending review, the further, planned northward extension of electrification to Leicester, Derby, Nottingham, and Sheffield was indefinitely paused in July 2025.
- Current Operations: While electrification has stopped at Wigston, the line is served by new bi-mode (electro-diesel) trains, allowing for electric running from London St Pancras to Wigston before switching to diesel power.
- Previous Work: The line is also fully electrified from London St Pancras to Bedford, including the route to Corby.
Note.
- South Wigston Junction and Sheffield are 69.4 miles apart.
- The Hitachi trains can raise and lower pantographs on the move.
Distances without wires from London St. Pancras International to various destinations are as follows.
- Sheffield – 69.4 miles
- Leicester – 3.7 miles
- Derby – 36.4 miles
- Nottingham – 31.1 miles
As trains will have to go out and back to these destinations distances travelled will be doubled.
- Sheffield – 138.8 miles
- Leicester – 7.4 miles
- Derby – 72.8 miles
- Nottingham – 62.2 miles
It looks to me, that if the new Class 810 trains, can travel 138.8 miles on batteries and diesel engines as a tri-mode train, then the Midland Main Line is electrified.
Could The Sheffield Services Turn Round At Doncaster And Charge Their Batteries There?
Note.
- South Wigston Junction and Doncaster are 79.5 miles apart.
- Doncaster is a fully-electrified station.
- Sheffield and Doncaster would get two extra connecting trains per hour.
- The two services could also call at Meadowhall and/or Rotherham Central.
The Class 810 trains could charge their batteries, whilst passengers to and from Doncaster left and entered the trains.
Could A Simple Cross-Platform Change Be Arranged Between East Coast And Midland Main Line Services?
Doncaster station has two long island platforms, one of which is generally used for Northbound services and one for Southbound services.
Note.
- All electrified tracks are shown in red.
- The two wide island platforms, with Northbound on the West side and Southbound on the East side.
- Each island platform has an electrified platform face on both sides.
- The four platforms faces on the island platforms can hold pairs of five-car Hitachi trains.
- There are two through tracks or avoiding lines between the two island platforms for trains that aren’t stopping.
- There are bay platforms at the ends of the station for local trains.
- The station is fully step-free with a wide pedestrian underpass.
I know the station well and it looks to me, that East Midland Railway’s five-car services for St. Pancras could charge up in the Southern ends of the four faces of the island platforms and the two South-facing bay platforms.
I also believe that a pair of five-car Class 810 trains could be handled and charged, should it become necessary.
It looks to me, that the engineers updating the East Coast Main Line, know that they were caught out badly by High Speed Two, so the redesign for the next fifty or a hundred years will be completely future-proofed.
Doncaster and London could almost be considered to be twin main lines, with two pairs of high speed lines taking different routes, that serve different towns and cities.
How Many Travellers Go Between East Scotland And The North-East of England And The English Midlands?
It must be quite a few, as in the new East Coast Main Line timetable, more Scottish services stop at places like Doncaster and Newark.
But surely, if you could go between say Perth or Aberdeen and Derby or Nottingham in two battery-electric trains, with a relaxed change at Doncaster, you’d take it?
I certainly would!
East Coast And Midland Main Lines Compared
These are times between London and Doncaster.
- Current times between Doncaster and London are typically between 1 hour and 31-40 minutes going via the East Coast Main Line.
- I estimate times between Doncaster and London will be typically 2 hours and 22-27 minutes going via the Midland Main Line.
Note.
- Doncaster and London King’s Cross is 156 miles
- Doncaster and London St. Pancras International is 183.3 miles
- So the Midland Main Line route would appear to to be about 45 minutes slower.
- I suspect, that for passengers between between London and North of York, it will always be quicker to use an East Coast Main Line service.
These are times between London and Sheffield.
- Current times between Sheffield and London are typically between 2 hours and 4-9 minutes going via the Midland Main Line.
- I estimate times between Sheffield and London will be typically between 2 hours and 2 minutes going via the East Coast Main Line.
Note.
- Sheffield and London King’s Cross is via Retford.
- Sheffield and London King’s Cross is 162.1 miles
- Sheffield and London St. Pancras International is 183.3 miles
- Sheffield and Retford is 23.5 miles
- So the Midland Main Line route would appear to to be a few minutes slower.
I would feel that there is scope that under Great British Railways to optimise services between London and Doncaster and Sheffield.
The Master Cutler
The Master Cutler is a named train, that is described in this Wikipedia entry, that was introduced in 1947.
- Over its life it has run into both King’s Cross and St. Pancras.
- I can remember the train in the 1950s, running into King’s Cross.
- It has also been run to and from Leeds.
- It has been run as a Pullman service.
- There are reports of overcrowding in recent years.
It strikes me that the Master Cutler could do with a revamp.
- As St. Pancras can accept pairs of five-car Class 810 trains, ten-car trains could be run into King’s Cross or St. Pancras.
- An alternative would be to use a nine-car Hitachi Class 800/801 train.
- All trains would be battery electric.
- All trains would use the East Coast Main Line for a faster service.
- Services could terminate in the North at Leeds.
- The service could be run as a Pullman service.
- This article on Ian Visits, writes about East Coast Main Line trains using St. Pancras.
I would create a train service, that would attract passengers from all over the world.
Who knows?
If it was conceived in the right way, it might warrant a second service or similar service on other lines like these possibilities.
London and Blackpool via Crewe, Wigan and Preston.
- London and Aberystwyth via Birmingham and Shrewsbury.
- London and Bristol via Bath
- London and Fishguard via Cardiff and Swansea
- London and Holyhead via Birmingham and Chester
- London and Liverpool
- London and Manchester
- London and Newcastle via York and Durham
- London and Norwich via Colchester and Ipswich
- London and Plymouth via Exeter
Note.
- All routes could be run using electric or battery-electric trains.
- The Fishguard and Holyhead services would be zero-carbon routes to Ireland, connecting to appropriate zero-carbon ferries.
- Could services be arranged so that all parts of the country have at least one service in both directions every day?
- In the days of British Rail, London and Norwich had a very high-class service, that could serve a full English breakfast between Colchester and London, which certainly wasn’t like the regular joke.
Get the offering right and it could level-up the UK.
Coventry To Leicester In A Flash? New Rail Plans Promise Faster, Greener Travel!
The title of this post, is the same as this article on Rail Technology Magazine.
This is the sub-heading.
Passengers travelling between Coventry, Leicester and Nottingham have outlined their support for proposed upgrades to reconnect the cities by direct rail for the first time in over two decades.
These first two paragraphs add some detail.
Despite being located just 23 miles apart, travelling between the cities requires passengers to change trains in Nuneaton, with wait times for the connection often exceeding 30 minutes. As a result, just 3% of trips between Coventry and Leicester are made by train; compared to 30% of journeys made between Coventry and Birmingham.
Midlands Connect recently visited Nuneaton railway station to speak with passengers travelling between the cities, waiting for their onward connection, about the proposed upgrades and how they would be impacted.
This OpenRailwayMap shows the route between Coventry and Leicester.
Note.
- Coventry is in the South-West corner of the map.
- Leicester is in the North-East corner of the map.
- Nuneaton, where you currently have to change trains,is marked by a blue arrow.
- The red track passing through Nuneaton station, is the Trent Valley Line.
Services between Coventry, Leicester and Nuneaton are run by two companies.
- CrossCountry run a half-hourly service between between Birmingham New Street and Leicester via Nuneaton.
- West Midlands Trains run an hourly service between Leamington Spa and Nuneaton via Coventry.
I feel ideally, that Leicester and Coventry need a half-hourly service, but an hourly service would be easy and a half-hourly service would mean a four-trains per hour (tph) service between Leicester and Nuneaton.
Probably, the easiest service would be to extend the hourly Leamington Spa and Nuneaton to Leicester, with a reverse at Nuneaton.
What Does The Article Mean By Greener Trains?
I would expect the article means battery-electric trains, but the only mention is in the title.
Could Leicester And Coventry Be Served By Battery-Electric Trains?
This OpenRailwayMap shows the track layout at Nuneaton station.
And this OpenRailwayMap shows the track layout at Coventry station.
As electrified tracks are shown in red, it would appear that all tracks at both stations are electrified.
The platforms at Coventry and Nuneaton, may be good enough for a quick Splash and Dash, but trains don’t spend long enough in the stations for a full charge.
- Perhaps the solution is to install one of Siemens’s Rail Charging Converters in Leamington Spa and Leicester stations.
- The distance between Leamington Spa and Leicester stations is 48.3 miles, which is well within the range of a battery-electric train.
- Leamington Spa and Nuneaton takes 38 minutes.
- Leicester and Nuneaton takes 27 minutes.
I feel an efficient hourly service could be created between Leicester and Leamington Spa using battery-electric trains.
Onward To Nottingham
Nottingham is another 27.5 miles from Leicester and currently takes 48 minutes in a Class 170 train.
Connections To The North-West And Scotland At Coventry And Nuneaton
They are good and could be more numerous and better.
Could Hydrogen-Powered Trains Be Used?
Yes! If a UK hydrogen-powered train existed!
Cost Of The Project
As reasonably modern trains happily use the route between Leamington Spa and Leicester every day, I suspect that little needs to be done on the full route to create a new service.
So the cost of the project would be sufficient new battery-electric trains and the ability to charge them at Leamington Spa and Leicester.
Conclusion
I believe that Coventry and Leicester would be an easy route to run using an hourly battery-electric train.
It could be extended to Leamington Spa at one end and Nottingham at the other.
St. Pancras And Leicester Via Corby
This OpenRailwayMap shows the route between Kettering and Leicester via Corby.
Note.
- Kettering station is in the bottom right corner of the map.
- Kettering is on the Midland Main Line from St. Pancras.
- North of Kettering the route splits into two.
- The Midland Main Line goes North-West through Market Harborough to Wigston junction and Leicester.
- The Midland Main Line is electrified to Wigston junction.
- The Corby branch goes North-East to Corby, which is indicated by a blue arrow.
- The Corby branch is electrified to Corby.
On Saturday, I went to Leicester and because there were engineering works at Market Harborough, the train went via Corby.
Over The Welland Viaduct
After Corby, the train went over the Welland Viaduct and I took these pictures.
It is an impressive viaduct and is the longest viaduct across a valley in the United Kingdom.
I have some further thoughts.
Could The Corby Service Be Extended to Leicester?
Consider.
- Between Corby and Leicester is 40.8 miles of track without electrification.
- Trains could call at Oakham, Melton Mowbray and Syston stations.
- Oakham, Melton Mowbray and Syston stations, could be given an appropriate number of trains every day to Leicester, Corby, Kettering, Wellingborough, Bedford, Luton, Luton Airport Parkway and London St. Pancras International stations.
- No new infrastrructure would be needed.
- I suspect an hourly service would be sufficient.
I am fairly sure that a Class 810 train fitted with batteries could work the route.
Leicester, Oakham, Melton Mowbray And Syston Stations Would Get A Direct Connection To Luton Airport
Some travellers might find this very useful.
Leicester Station Would Have A Neat Passenger Drop-Off For Luton Airport
I wrote about this in Busiest UK Airports Raise Kiss-and-Fly Fees, Says RAC.
Every rail station needs a passenger drop-off as good and affordable as the one at Leicester station.