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Nothing moves fast in the rail industry these days. Looking at business cases and planning any extension to Merseyrail services will take time. It's perfectly sensible IMHO to do this in parallel with solving the early day problems with the 777s. Spending more money with Stadler would be some...

The impression I'm gaining from contacts in Liverpool is that the PTE would like to expand Merseyrail and all options mentioned above have been or are being looked at. Of the examples mentioned today, I'd say that extending beyond Helsby to WBQ is highly unlikely. It's not just about the range...

It would certainly be a cheap extension, I agree. I don't think there would be any track or signalling changes needed at all. There would be a need to raise platform heights for the level access to the 777s, and I dare say this would raise issues over the lack of step-free access to these...

No, the issue about crossings on the Mid Cheshire concerned three farm access crossings. I think you are writing about the level crossings on the shared route with Metrolink. They weren't the problem.

The savings for Northern are trivial (two return workings per day, usually cancelled) and TfW and the Welsh govt aren't involved with Merseyrail extension to Helsby.

That's true, but with two problems. One is that the mitigation measures will be costed by NR, the potential funder won't have budgeted for this (how could they - it's an NR curve ball) and cannot get other quotes for the work; and the other is that the work has to be managed by NR in their own...

This is all about Network Rail. A few years ago they updated their risk calculation algorithm for crossings risk. If a service is proposed to be changed, the risk calculation is re-run using the new formulae and if it now says the risk is too high, NR say no. As you probably know, this is one...

Only if the lines you are thinking about are entirely in Greater Manchester. GM has never shown any interest in extension beyond the county boundary.

Extension to Helsby is what Cheshire West & Chester Council are pushing for, but they are not part of Liverpool City Region. The City Region will effectively make the decision, and their top priority for battery extension is to go east from Hunts Cross, because the next few stations are in the...

( This is about Buxton to Matlock.). The doubling back is even more than you calculated, because it's also necessary to double back between Hazel Grove and Stockport. Three times in one journey!

The name is a bit confusing for passengers coming from other Merseyside stations, but worse for passengers on the Northern service which originates in far away towns like Rochdale or Todmorden or Blackburn. I don't think Headbolt Lane is a suitable name for the destination of services starting...

You're right IMHO, and although it's off-topic, think about the links between Manchester and Derby, chosen as GBR HQ, so doubtless a journey that some people will be needing to do!

Yes, though this service pattern is the one that was imposed after the Manchester Rail Recovery Task Force exercise, and the outcome of that exercise (choice of options A, B, C) was over-ruled by Manchester politicians who insisted on an option ("B+") that wasn't even consulted on (and wasn't...

On that, I agree with you entirely!

The transfer deck is unfunded as I understand it so why would extra bays be put in at this stage? I also think that planning to share P5/6 between HS2 and the Marches trains is a case of wishful thinking. Nobody yet knows how long it will take to join and divide HS2 trains but this is intended...

It's a pity then that the Crewe remodelling scheme doesn't make provision for the through Marches service to Manchester to continue. It can only operate, after the remodelling, if it uses P5/P6, like today, but those platforms have been announced as dedicated to HS2 once it reaches Crewe...

My favourite train spotting site when I was a kid! You can get the numbers of locos on the main line and you're standing right next to anything on the Walton Old Junction loop. It is, incidentally (as you'll know) a historic viaduct, built by Joseph Locke as part of the original Grand Junction...

Or the operational running cost.

Why doesn't that apply to NR and its repeated project over-runs and delays? I suggest that the government (all recent governments) are incapable of managing delivery and OLR won't be any improvement.

That's not what Andy Burnham has said, or is saying. He wants NPR but he is less bothered about HS2. He had said this at public meetings before and he said it to Robert Crampton when interviewed in The Times two weeks ago.