CLC Route Upgrade Study

[Dixie]

Interesting PWI presentation on the CLC Line of Route Upgrade (posted on You Tube on 28 November 2025 on the Permanent Way Institute (PWI) channel), which was recently concluded by a joint group involving Matt McDonald and WSP, which looked at all the options for upgrading the route between Liverpool South Parkway and Deansgate via Warrington, for upgrading the route, the signalling and electrification.

Interesting that preferred options included full electrification and the possibility even of ETCS!

A copy of the full PowerPoint presentation used in the program available is here: https://www.thepwi.org/wp-content/uploads/2025/11/CLC-Line-of-Route-Upgrade_W-Hastie-A-Paton.pdf

Key Learning Points
- Relationships made things work well. Both contractually with the LDO forming contract responsibility in the two contracts as well as interpersonal relationship
as the drive to push the project forward
- Great working relationships between the core client and LDO delivery team, tight unit able to fully take hold of project and navigate its course, including close
working relationships with Sponsor team and opportunities to present on their behalf to their clients (DfT, TOCs/FOCs, councils and Combined Authorities)
- Progressive assurance and regular biweekly meeting slot that can be upgraded to IDC/IDR
- Desktop only – great level of detail from information available. Identified the risks and constraints without the cost of the surveys. RILAR was very useful for
the ES3 development.
- Challenge to apply the standards. The main innovation was following the new path the standards have allowed but pushback from various stakeholders as
different to previous approaches. Taking them on the journey and calling upon expertise such as NR OLE Technical Authority worthwhile in the push for cost
reductions for the project and for the stk rate.
- Option selection strategy was simple but effective, provided continuity and consistence with a clear audit trail.
- Engineering review of the Cost Plan, detail review by the engineering team to ensure no errors or miscounting leading to erroneous Direct Construction Cost.
This proved extremely worthwhile in the overall cost reduction and BCR increase

 

[yorksrob]

If the rest of the trans Pennine infrastructure gets wired, it makes sense for the CLC Warrington route to be as well.

 

[Spekejunction]

If the rest of the trans Pennine infrastructure gets wired, it makes sense for the CLC Warrington route to be as well.

Electrification long overdue !
Possible synergy with Merseyrail Stoppers extended to Warrington?
I used this route from Hunts Cross to Liverpool Central when trains were hauled by Director Class locos…
Long time ago !

 

[yorksrob]

Electrification long overdue !
Possible synergy with Merseyrail Stoppers extended to Warrington?
I used this route from Hunts Cross to Liverpool Central when trains were hauled by Director Class locos…
Long time ago !

If anything, the route's become more important as a regional route, with more trains from the Hope Valley using it.

I guess what they do with the Hope valley will also have some bearing on it - will they electrify, go to bi-mode etc.

 

[Paul AC]

As one of the two main routes between two big cities 30-odd miles apart, with both ends already wired, the CLC should have been wired years ago.

 

[Grimsby town]

Worth noting that it's mentioned at 53:50 that the scheme was paused earlier this year. I completely agree with others that the line should have been electrified years ago but I'm starting to move towards it being a no brainer for battery trains. Battery trains will deliver the improved acceleration needed for local trains and can be easily charged at either end of the route.

For the longer distance services, there other sections of route that have higher linespeed and higher traffic than the CLC line. Electrifying Chesterfield to Doncaster helps to decarbonise more services than CLC and fills larger gaps in electrification such as Grantham/Cleethorpes to Hazel Grove (excluding Doncaster).

 

[yorksrob]

Worth noting that it's mentioned at 53:50 that the scheme was paused earlier this year. I completely agree with others that the line should have been electrified years ago but I'm starting to move towards it being a no brainer for battery trains. Battery trains will deliver the improved acceleration needed for local trains and can be easily charged at either end of the route.

For the longer distance services, there other sections of route that have higher linespeed and higher traffic than the CLC line. Electrifying Chesterfield to Doncaster helps to decarbonise more services than CLC and fills larger gaps in electrification such as Grantham/Cleethorpes to Hazel Grove (excluding Doncaster).

Or perhaps the CLC should be electrified, providing battery charge for the Hope Valley ?

 

[GRALISTAIR]

Thanks for posting this. I was going to start a thread myself this evening when I saw the PWI presentation. So it is way past SOBC - strategic outline bus case. Good to see it is being looked at seriously (His Majesty’s Treasury not withstanding!)

 

[Dixie]

Thanks for posting this. I was going to start a thread myself this evening when I saw the PWI presentation. So it is way past SOBC - strategic outline bus case. Good to see it is being looked at seriously (His Majesty’s Treasury not withstanding!)

No problem. Thought others might be interested in it. So sad that it didn't even get off the ground as a project before being grounded. Hopefully it'll get resurrected sometime, here's hoping

BTW I've added a link to the full PowerPoint presentation used in the video in my thread starter

 

[Grimsby town]

Or perhaps the CLC should be electrified, providing battery charge for the Hope Valley ?

Would the gap not be too large between Stockport and Grantham for battery trains. It definitely would be for Cleethorpes. I hope the government is looking into how a battery electrified system will work given they don't seem keen on full electrification.

 

[Class 170101]

Would the gap not be too large between Stockport and Grantham for battery trains.

Today certainly, though there might have been a bit of OLE wiring in the middle between Dore and Chesterfield via Sheffield had the MML wires gone up.

It definitely would be for Cleethorpes.

Again today certainly but in the future who knows

I hope the government is looking into how a battery electrified system will work given they don't seem keen on full electrification.

I admire your optimism but I doubt the government is, Rail doesn't seem high on their priority list and indeed others here have said similar.

 

[Dixie]

Would the gap not be too large between Stockport and Grantham for battery trains. It definitely would be for Cleethorpes. I hope the government is looking into how a battery electrified system will work given they don't seem keen on full electrification.

From what I've read battery trains are good for about 30 miles between recharging. High charge short overhead rails in certain stations en-route might work.

 

[BeijingDave]

As one of the two main routes between two big cities 30-odd miles apart, with both ends already wired, the CLC should have been wired years ago.

Warrington itself has around 200,000 people and is a big employment centre.

 

[GRALISTAIR]

Warrington itself has around 200,000 people and is a big employment centre.

A definite no brainer

 

[plugwash]

If anything, the route's become more important as a regional route, with more trains from the Hope Valley using it.

I don't think there was any specific need for the trains down the hope valley to run on the CLC. It's just what ended up falling out from other things happening.

IIRC the Norwich service was moved on the CLC when the chat moss was electrified, presumably because there was/is no hope of the entire route to Norwich route being electrified any time soon, nor did EMR have any plans to get bimodes. The cleethorpes service used to go to Manchester airport but ended up joined up with a CLC service to liverpool as part of the "manchester recovery" simplifications.

 

[zwk500]

Interesting that preferred options included full electrification and the possibility even of ETCS!

Looking at the slide deck (specifically Slide 34), the preferred signalling option was 3-Aspect TCB, with the potential of ETCS examined as a future-proofing exercise. Slide 32 notes that there's no NW&C (the Network Rail region) strategy for ETCS at this time, and that fleet fitment of ETCS is not expected until 2032.

However, I am extremely glad to see the preferred option appears to include (almost) full electrification (it's not clear exactly what they're proposing at Hunt's Cross with reference to an 'air gap', or at the 'trolley wire' section by Trafford Park), as a line with this density of station stops is an obvious candidate for full electrification. Also nice to see that updated methods of structure evaluation seem to be being used that allow reduction of clearances without compromising safety. Although the potentially 50% greater distance between OLE masts mentioned in slide 15 has me looking nervously at the ECML!
There also seems to be a new feeder station required which may tip the balance towards only partial (ends-only) electrification.

So it is way past SOBC - strategic outline bus case.

Slide 5 suggests SOBC was in 2023, and this presentation is for work preparing the OBC so only 1 step past SOBC. But very welcome progress regardless.

 

[HSTEd]

Full electrification seems extremely unlikely given the costs involved.

 

[frodshamfella]

As one of the two main routes between two big cities 30-odd miles apart, with both ends already wired, the CLC should have been wired years ago.

Quite, its a bit of an anomaly.

 

[LowLevel]

I don't think there was any specific need for the trains down the hope valley to run on the CLC. It's just what ended up falling out from other things happening.

IIRC the Norwich service was moved on the CLC when the chat moss was electrified, presumably because there was/is no hope of the entire route to Norwich route being electrified any time soon, nor did EMR have any plans to get bimodes. The cleethorpes service used to go to Manchester airport but ended up joined up with a CLC service to liverpool as part of the "manchester recovery" simplifications.

The Norwich service has run via Warrington Central for over 30 years. The TPE one is the one that moved backwards and forwards.

 

[Topological]

Full electrification seems extremely unlikely given the costs involved.

Sadly true, but this line really should be electrified and allowed to provide a more regular local service. Both Manchester to Liverpool routes (CLC and Chat Moss) should be offering regular stopping services once the Manchester to Liverpool high speed comes online.

However, because this is the UK, I do know how outlandish my post seems.

 

[HSTEd]

Sadly true, but this line really should be electrified and allowed to provide a more regular local service. Both Manchester to Liverpool routes (CLC and Chat Moss) should be offering regular stopping services once the Manchester to Liverpool high speed comes online.

However, because this is the UK, I do know how outlandish my post seems.

Even assuming the Manchester-Liverpool high speed line is eventually built, which I doubt, I don't think 25kV electrification is justifiable.

In that situation it'd be better splitting the line at Warrington for Metrolink and Merseyrail - but I await some movement on the supposed Liverpoll Manchester High speed line!

 

[Bletchleyite]

I can scarcely see a line more justifying of full electrification in the North West now than this one. The acceleration would be valuable given how close the local stations are together, while it's an important diversionary route for e.g. TPE

 

[childwallblues]

Without having read the report yet at Hunts Cross the Merseyrail service should transfer to Platform 1 and through services use Platforms 2 and 3. This would remove the current situation were the Merseyrail services (8 trains per hour) have to cross all the other services between Liverpool South Parkway and Warrington Central.
Using BEMUs the Merseyrail service could be extended to Warrington Central giving a better service to Stations at Halewood, Hough Green, Widnes, Sankey and Warrington West. The 24 miles return from Hunts Cross West to Warrington Central is well within the capabilities of the current Class 777 BEMUs.

 

[Nottingham59]

I hope the government is looking into how a battery electrified system will work given they don't seem keen on full electrification.

They are. According to Rail Engineer August 2025, Jonathan Williams, Network Rail’s lead strategic planner reports that NRis refreshing its Decarbonisation Network Strategy to include battery trains.

"Network Rail is refreshing TDNS on the basis that BEMUs:

"Have a worst-case range of 50 miles running at 100mph.
Have a re-charge time of 20 minutes which is best delivered by dynamic charging.
Run under wires for at least 25% of their journey."

Batteries included - Rail Engineer

Listen to this article In February 2015, a battery-fitted Class 379 Electrostar undertook trials on the Harwich branch. This independently-powered EMU (IPEMU) was the first battery-powered train on the UK rail network for more than 50 years. During its trials, it ran with its pantograph...

www.railengineer.co.uk

 

[vidal]

I lived near Flixton station in the early 1970's when electrification was being mooted. I seem to recall it was too expensive then due to the number of bridges with very limited clearance - certainly the bridge carrying Flixton Road over the railway was classed as a major impediment at the time.

Link to Google Maps - Flixton Road

James

 

[The Pelican]

The CLC seems like it would benefit from a three or four platform Cornbrook NR station, with additonal services operated that didn't continue onto the Deansgate Picadilly viaduct. It should probably aim at 4tph stopping and 4tph fast, with some 4 tracking.

 

[Bletchleyite]

Without having read the report yet at Hunts Cross the Merseyrail service should transfer to Platform 1 and through services use Platforms 2 and 3. This would remove the current situation were the Merseyrail services (8 trains per hour) have to cross all the other services between Liverpool South Parkway and Warrington Central.
Using BEMUs the Merseyrail service could be extended to Warrington Central giving a better service to Stations at Halewood, Hough Green, Widnes, Sankey and Warrington West. The 24 miles return from Hunts Cross West to Warrington Central is well within the capabilities of the current Class 777 BEMUs.

Because of the route's woeful punctuality, however, the only way you would want to do that would be if there were buffer stops installed at Warrington Central. Otherwise it would utterly destroy Merseyrail's punctuality by importing delays from Castlefield and beyond.

Because of this the only two sensible choices are to keep it as it is but with some form of electrification and maybe frequency upgrades, or the Merseyrail/Metrolink option with buffer stops at Warrington a la Ormskirk/Headbolt Lane.

 

[Tezza1978]

In that situation it'd be better splitting the line at Warrington for Metrolink and Merseyrail - but I await some movement on the supposed Liverpoll Manchester High speed line!

As someone who lives in Warrington (and who also has lived in Manchester for many years and Liverpool for 2 years) I can't see that idea washing with people to enforce a modal change (train to tram or vice versa) at Warrington. Plenty of people commute Liverpool to Manchester or vice versa, I did it myself years ago. Given the exponential growth of Manchester this will only increase demand for a thru journey. I still think a separate NPR line via Bank Quay Lower level is badly needed too

In terms of an additional Metrolink line to Warrington (still allowing thru trains on the CLC) - thats a good idea but is years and years away frankly due to costs.

 

[vidal]

In terms of an additional Metrolink line to Warrington (still allowing thru trains on the CLC) - thats a good idea but is years and years away frankly due to costs.

Altrincham to Warrington via Partington, a new (or expensively refurbished) span over the canal, joining the CLC or running parallel from Glazebrook would be an expensive and slow white elephant. I think Metrolink is not really viable.

Other options are from either Stretford through Urmston or maybe from Eccles and down the old alignment of the MSC line?

James

 

[Grimsby town]

They are. According to Rail Engineer August 2025, Jonathan Williams, Network Rail’s lead strategic planner reports that NRis refreshing its Decarbonisation Network Strategy to include battery trains.

Batteries included - Rail Engineer

Listen to this article In February 2015, a battery-fitted Class 379 Electrostar undertook trials on the Harwich branch. This independently-powered EMU (IPEMU) was the first battery-powered train on the UK rail network for more than 50 years. During its trials, it ran with its pantograph...

www.railengineer.co.uk

Thanks for posting. Backs up what I was saying. The CLC probably wouldn't be electrified under that criteria but the likes of the Hope Valley, MML, Sheffield to Immingham would be electrified due to their higher speed or freight train usage. The CLC should have been electrified years ago and I believed, up to ~5 years ago, that it was probably one of the biggest electrification priorities. Battery improvements has meant there are far more worthy lines for electrification now.