True. I think it should happen in close together phases if possible.
Phase 1: Manchester Airport to Leeds (enabling HS2 connection)
Phase 2: Leeds to York (or Church Fenton)
Phase 3: Liverpool to Manchester Airport (with line also towards Crewe from Liverpool via Warrington)
The issue with suggesting things like Liverpool - Chat Moss - NPR through Pennines - York - Newcastle is that extra infrastructure has to be built for that connection onto the main line. Ideally HS2 and NPR would have its own underground station, meaning no reverse for NPR and less land clearance above ground.
Looking at it now, maybe keep faster Liverpool to North East services on using TP route but have through HS2 to Leeds via NPR services. Once all of it has been built, then change services over.
If done in that order, Liverpool will be dropped from the NPR concept altogether. Regardless of whether Piccadilly is a surface or underground station, there needs to be a terminus somewhere for NPR trains.
The NIC report for the Regional 25% option and Upgrade only option demonstrates significantly faster journey times for Leeds to Birmingham via Manchester than the current XC service via Sheffield. It’s up to 40 mins faster on the Regional 25% option. For Leeds to London services, it is only marginally faster via Manchester than the ECML. There are 3 x 200m HS2 train services from Birmingham planned for the eastern branch. It therefore makes sense that at least 3 of the planned 6 NPR services between Leeds & Manchester to continue on to Birmingham.
Those services will continue to Manchester Airport, but without a junction for Liverpool, the 6 NPR services will need to either terminate in Manchester or continue to Birmingham.
The proposition for Liverpool services was to see 4 tph to Manchester. If the Liverpool leg is delayed, I can only see 2 tph continuing across the Pennines with 2 tph terminating at Victoria.
