Castlefield Corridor timetable options

None of the options are easy to describe in brief, with the task force best explaining them in a series of graphics.

From a base delay per train of three minutes with December 2019’s timetable, Option A produces an average delay of 2.5mins, B 2.3mins and C 2.1mins, according to the consultation.

In addition, it predicts that A increases daily demand by 1,100 passengers, B by 3,900 and C by 7,000.

Option A has the fewest changes from December 2019. It includes the current pattern of TransPennine Express services, links some trains at Victoria to cut the number terminating there, reroutes the North

Wales service to terminate at Stalybridge rather than Manchester Airport, and splits the Southport-Alderley Edge service to become SouthportVictoria and Piccadilly-Alderley Edge.

Option B retains Airport links for Liverpool and North Wales, but it drops Sheffield’s direct

Airport train in favour of two Sheffield-Liverpool trains. The trains that start at Oxford Road station run only to Warrington Central rather than Liverpool. In peak hours, only one Airport train from north east England runs via Ordsall Chord while the other terminates at Victoria, only running to the Airport offpeak. This option gives longer turnarounds at terminal stations, which the task force suggests will improve performance.

Option C increases frequencies for smaller stations around Greater Manchester

- for example: Moses Gate, Greenfield, Chassen Road and Knutsford. However, it also cuts Sheffield’s and Liverpool’s service to the Airport. At peak times the Newcastle-Airport train will run only to Victoria. According to the task force, this option gives standard 15-minute frequencies for Bolton-Piccadilly and Wigan Wallgate-Victoria and standardised paths from Victoria with 2tph Southport-Stalybridge and 2tph Chester-Leeds via Warrington Bank Quay.