I like some of these ideas. One point about extending both Atherton services to Leeds is that one would run via Brighouse, so they wouldn’t be too consistent and might not allow an equal 2ph spacingExtend one (or both) of the Blackburn-Rochdale services back to Blackburn via Todmorden.
Make both Wigan/Atherton services continue as Calder Valley stoppers to Leeds
These relatively small changes allow for an extra Calder Valley service (Bradford gets 3 hourly to Manchester) and makes the service pattern more consistent, whilst keeping the 6ph to Rochdale.
Switch 1x Airport service to the Calder Valley and 1x Chester service to TPE.
This is where it gets a bit more controversial and disrupts the half-hourly service pattern, but I think it would be worth it as it offers some big benefits. - Chester gains a fast service to Leeds (and beyond) as ‘compensation’ for losing the Airport link. This could even be extended to North Wales.
- Bradford, Rochdale and the Calder Valley gain a long promised Airport service.
- Huddersfield gains a service to Warrington and Chester, although drops down to 1x hourly to the airport.
Running the Huddersfield stopper to Wakefield and Castleford is a good idea as well. This would solve some of the platforming issues at Huddersfield, as they both currently occupy Platform 4 for long periods.
If it is decided to run two per hour via the Ordsall Curve, it might make sense to run one Calder Valley and one TPE, rather than two TPEs. As long as they actually run it once an hour, and don’t terminate it at Victoria at the drop of a hat, an hourly service to the Airport from York, Leeds and Huddersfield is a decent service in anyone’s book.
Running the Chester as a TPE would also reinstate the link to Warrington, although I’m not entirely sure how fast the Chester service is west of Manchester, is it ‘all shacks’?. Running occasional ones into North Wales would be one of those nice to haves, also mitigate the existing TfW service running a longer way into Manchester as per Plan 3.