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Even less used if the stoppers from Crewe run into Central (and beyond) instead of into Lime Street. It is surely worth an engineering feasibility study.

Yes, I seem to recall that one of the hardest HGV skills to master is reversing an artic up to a loading dock where clearances are tight. That seems to be an ideal application for low speed human-free computer driving, so as to de-skill the drivers' job. I haven't seen it attempted even though...

That is an interesting idea! It is not often enough that one gets an opportunity to improve matters by simplifying things.

Totally. Using Liverpool South Parkway to replace Runcorn as the London train suburb stop would not only provide better rail and airport connections but it would dovetail well with the downgrading of the 1961 Runcorn-Widnes road bridge when the new road bridge ("The Mersey Gateway") opens...

I imagine that quite many people will find Liverpool South Parkway to be more convenient than Liverpool Lime Street and would wish that the temporary arrangement be made permanent.

At the rules are unfair at times too. For example the 09:30 rule should apply to when the train actually departs the station, as contrasted with when the train is timetabled to depart. Which can be very different at times. I'm thinking of passengers from Crewe for example. They might board...

Hmm. My elderly relatives, who have always live in northern Wirral (Wallasey, Morton, Leasowe, Hoylake) tell me that Meols rhymes with else.

Indeed, trains should be designed to carry bicycles. And wheelchairs. However it is not unreasonable on urban or crowded services to require cyclists to stand alongside their bicycles and "strap hang" in place. Provision of compartments free of any seating, luggage racks or other impediments...

It's not just frequency, it's also journey time. The once popular Greenbank-Manchester Oxford Rd. commute to University takes longer today than it did in the 1960s using First Generation DMUs. At 72 minutes it's not that much faster than the (similar, to Central) journey in the 1950s under...

Slightly unusual that - truncation from the West. Another is Hartford & Greenbank became Greenbank. Nearby Hartford station was always known locally as "Old Hartford", possibly to make the distinction.

There used to be a service. But it ended when Wharton and Over station closed in 1947. I can remember the remnant Acton Bridge to Warrington service in the 1950s. Steam powered push-and-pull that almost no-one ever used. Now if you electrified the very few miles from Acton Bridge to...

Yes, Birkenhead docks are in a class by themselves. The Haymarket tunnel is protected for possible future reopening. And there is/was another rail connection at the other end near the Birkenhead North depot. If the "Wirral Waters" project ever actually happened (hah!) then quite likely the...

I find it hard to see how there is much case for anything more than quad tracking all the way from Liverpool to Hull. It needs to be full quad tracking with fast junctions though - no pinch points, absolutely none. And that doubtless makes a new Pennine tunnel necessary.

I can empathise, this was a learner. I would guess (only a guess) that the "instructor" stupidly pointed out that she had crossed a closing level crossing barrier against the warning lights but - crucially - did not wait for her to clear the crossing before pointing out the fault. The driver...

You could always write a nice letter asking them for permission. Perhaps offering them the copyright on any commercial use of the pictures you take.

I would say on the contrary there is a huge demand for a better link for Airport to Mid Cheshire line. Which an Altrincham bus does not come even close to providing any useful help with. I doubt anyone uses the Altrincham bus twice, experiencing it once is more than enough experience for most...

Yes, that would be the best, and would benefit much more than Liverpool and Drax. Not really unrealistic, just a matter of needing multiple sources of funds to cooperate. The problem of course is that cooperation is politically unpopular in an age of competitive rat racing.

Airport to Mid-Cheshire line near Knutsford and on to Northwich is what is needed. The new track would best run in cut and cover (with open cuttings in appropriate sections) so as not to interfere with aircraft operations.

It sounds like there is no possibility that a southbound train could split at OOC. With a (no set down nor pick up) half going to Euston and the other half going to Heathrow (after reverse). Is that a correct interpretation?

Electrification from Acton Bridge to Sandbach via reversal at Northwich. Just 12 more miles of mostly single track.