Welsh Marches line
The Welsh Marches line, known as the North and West Route, is the railway line running from Newport in south-east Wales to Shrewsbury in the West Midlands region of England by way of Abergavenny and Craven Arms and thence to Crewe via Whitchurch. The line thus links the south of Wales to north-west England via the Welsh Marches region, bypassing Birmingham. Through services from south-west Wales and Cardiff to Manchester and from Cardiff to Wrexham, the north coast of Wales and Anglesey constitute the bulk of passenger operations on the route; the line that exists today is the amalgamation of two lines, both with influence from the LNWR. The southern section from Newport to Hereford is formed from the Newport and Hereford Railway, while the northern section from Hereford to Shrewsbury is formed from the joint GWR/LNWR Shrewsbury and Hereford Railway. From Shrewsbury north to Crewe, the line runs over the LNWR-owned Shrewsbury Railway; when the two railways arrived in the important market town of Hereford, the LNWR had built Hereford Barton.
The S&HR and the GWR agreed to build the Hereford Barrs Court, also used by the Midland Railway's Hereford and Brecon Railway. After Hereford Council put pressure on the LNWR, they closed Hereford Barton to passengers, using it as a joint goods depot. Under the 1960s Beeching Axe, many of the supporting branch lines were closed and the Hereford Barton loop closed; the remaining Hereford station was renamed Hereford Station and retains its Victorian Gothic architecture. The cities and villages served by the routes are listed below from south to north: Newport connections with the South Wales Main Line and line to Gloucester Cwmbran Pontypool and New Inn Abergavenny Hereford connection with Cotswold Line to Worcester Leominster Ludlow Craven Arms connection with the Heart of Wales line to Llanelli Church Stretton Shrewsbury connection with Cambrian Line to Aberystwyth and Pwllheli, the line to Wolverhampton. Through services via the Shrewsbury–Chester line to Wrexham for trains to London Euston and Liverpool via Bidston, Chester to Holyhead or Manchester Piccadilly.
Yorton Wem Prees Whitchurch Wrenbury Nantwich Crewe connection with West Coast Main Line, North Wales Coast Line to Holyhead through services to Manchester Piccadilly Transport for Wales operate all passenger services on the line. There is an hourly service from Manchester Piccadilly to Cardiff Central, Milford Haven, calling at principal stations. A service every two hours from Holyhead to Cardiff uses the Marches line from Shrewsbury southwards. Additionally, local stopping services operate between Crewe and Shrewsbury and services via the Heart of Wales line use the Marches line between Shrewsbury and Craven Arms; the line is popular for railtours. Map of places on ` Welsh Marches line' compiled from Geoff. Shropshire Railways. Marlborough: Crowood Press. ISBN 978-1-84797-691-8. Clark, Rhodri. "The North & West - The jewel in South Wales and West's crown". RAIL. No. 315. EMAP Apex Publications. Pp. 40–45. ISSN 0953-4563. OCLC 49953699. Allen, David. "Signalling the Marches Line". RAIL. No. 329. EMAP Apex Publications.
Pp. 34–39. ISSN 0953-4563. OCLC 49953699
A train station, railway station, railroad station, or depot is a railway facility or area where trains stop to load or unload passengers or freight. It consists of at least one track-side platform and a station building providing such ancillary services as ticket sales and waiting rooms. If a station is on a single-track line, it has a passing loop to facilitate traffic movements; the smallest stations are most referred to as "stops" or, in some parts of the world, as "halts". Stations elevated. Connections may be available to intersecting rail lines or other transport modes such as buses, trams or other rapid transit systems. In British English, traditional usage favours railway station or station though train station, perceived as an Americanism, is now about as common as railway station in writing. In British usage, the word station is understood to mean a railway station unless otherwise qualified. In American English, the most common term in contemporary usage is train station. In North America, the term depot is sometimes used as an alternative name for station, along with the compound forms train depot, railway depot, railroad depot, but applicable for goods, the term depot is not used in reference to vehicle maintenance facilities in American English.
The world's first recorded railway station was The Mount on the Oystermouth Railway in Swansea, which began passenger service in 1807, although the trains were horsedrawn rather than by locomotives. The two-storey Mount Clare station in Baltimore, which survives as a museum, first saw passenger service as the terminus of the horse-drawn Baltimore and Ohio Railroad on 22 May 1830; the oldest terminal station in the world was Crown Street railway station in Liverpool, built in 1830, on the locomotive hauled Liverpool to Manchester line. As the first train on the Liverpool-Manchester line left Liverpool, the station is older than the Manchester terminal at Liverpool Road; the station was the first to incorporate a train shed. The station was demolished in 1836 as the Liverpool terminal station moved to Lime Street railway station. Crown Street station was converted to a goods station terminal; the first stations had little in the way of amenities. The first stations in the modern sense were on the Liverpool and Manchester Railway, opened in 1830.
Manchester's Liverpool Road Station, the second oldest terminal station in the world, is preserved as part of the Museum of Science and Industry in Manchester. It resembles a row of Georgian houses. Early stations were sometimes built with both passenger and goods facilities, though some railway lines were goods-only or passenger-only, if a line was dual-purpose there would be a goods depot apart from the passenger station. Dual-purpose stations can sometimes still be found today, though in many cases goods facilities are restricted to major stations. In rural and remote communities across Canada and the United States, passengers wanting to board the train had to flag the train down in order for it to stop; such stations were known as "flag stops" or "flag stations". Many stations date from the 19th century and reflect the grandiose architecture of the time, lending prestige to the city as well as to railway operations. Countries where railways arrived may still have such architecture, as stations imitated 19th-century styles.
Various forms of architecture have been used in the construction of stations, from those boasting grand, Baroque- or Gothic-style edifices, to plainer utilitarian or modernist styles. Stations in Europe tended to follow British designs and were in some countries, like Italy, financed by British railway companies. Stations built more often have a similar feel to airports, with a simple, abstract style. Examples of modern stations include those on newer high-speed rail networks, such as the Shinkansen in Japan, THSR in Taiwan, TGV lines in France and ICE lines in Germany. Stations have staffed ticket sales offices, automated ticket machines, or both, although on some lines tickets are sold on board the trains. Many stations include a convenience store. Larger stations have fast-food or restaurant facilities. In some countries, stations may have a bar or pub. Other station facilities may include: toilets, left-luggage, lost-and-found and arrivals boards, luggage carts, waiting rooms, taxi ranks, bus bays and car parks.
Larger or manned stations tend to have a greater range of facilities including a station security office. These are open for travellers when there is sufficient traffic over a long enough period of time to warrant the cost. In large cities this may mean facilities available around the clock. A basic station might only have platforms, though it may still be distinguished from a halt, a stopping or halting place that may not have platforms. Many stations, either larger or smaller, offer interchange with local transportation. In many African, South American countries, Asian countries, stations are used as a place for public markets and other informal businesses; this is true on tourist routes or stations near tourist destinations. As well as providing services for passengers and loading facilities for goods, stations can sometimes have locomotive and rolling stock depots (usually with facilities for storing and refuelling rolling stock an
Heart of Wales line
The Heart of Wales line is a railway line running from Craven Arms in Shropshire to Llanelli in southwest Wales. It runs, it serves a number of rural centres en route, including several once-fashionable spa towns, including Llandrindod Wells. At Builth Road, two miles from the town of Builth Wells, the line crosses the former route of the earlier Mid Wales Railway, which closed in the 1960s; the line was known as the Central Wales line and included routes through Gowerton, where the railway crossed the West Wales lines and ran through Dunvant and Killay down through the Clyne Valley to Blackpill, along the sea wall to Swansea Bay station, before reaching Swansea Victoria railway station. This section built by the Llanelly Railway and Dock Company to compete with the Great Western Railway and break the monopoly they held on Swansea Dock, closed in 1964. Nationalisation of the railways had removed the need for competing routes, the running down and closure of Swansea North Dock ended the need for freight services on this section.
Trains now use the original LR main line to reach the West Wales lines at Llandeilo Junction and thence Llanelli and Swansea. North of Llandovery, the route was opened in stages between 1861 and 1868 by a number of different companies – the Knighton Railway, the Central Wales Railway and Central Wales Extension Railway; the 1963 Beeching Report proposed the remainder of the Heart of Wales line for closure. As a rural branch line, it survived the Beeching Axe since it carried freight traffic, serving the steelworks at Bynea and industrial areas such as Ammanford and Pontarddulais, linking them with the docks at Llanelli, it passed through six marginal constituencies. During engineering work, the line is still used as a diversionary freight route; the basic service over the line since the seventies has remained more or less constant, with four or five trains per day in each direction on weekdays and two or three on Sundays. The line is single track throughout and has been operated under a Light Railway Order since 1972.
There are five passing loops, at Llandeilo, Llanwrtyd and Knighton. Unless "Out of Course" working occurs the Llanwrtyd passing loop is used on two of the Monday – Saturday services and the Llandrindod passing loop is in use on the other two and on the Sunday services; the signalling was modernised in 1986, when a system known as No Signalman Token Remote working was introduced. This is overseen by the signaller at Pantyffynnon, with the token instruments at the aforementioned five passing loops being operated by the train crew by British Rail. For more than two years only two of the loops were operational as Network Rail were unable to source spare parts for the points mechanisms used at all five: the design used is now obsolete. Parts had to be taken from the three decommissioned loops to keep the other two operational. In 2009 NR stated their intention to install new conventional electric point machines at all five loops and restore the three out-of-service ones to full working order but were unable to give a timescale for this to be carried out as design work on the new equipment was still ongoing.
NR began the replacement works for the points after first installing the system on the line to Pembroke Dock, at the Tenby loop, on 7 December 2009 and making minor alterations in Feb 2010. Llandeilo was the first on the line to be modernised, the rest followed; the £5 million project was completed in October 2010. In 2014 Network Rail added exit indicators at the trailing end of each loop to aid in the reversing of services: a decision taken so that all moves have an active indication of the status of the motor points. In 1987 tragedy struck the line near Llandeilo when the Glanrhyd Bridge collapsed following heavy flooding, an early morning northbound train plunged into the swollen River Towy, killing four people. For a while the future of the line was in doubt but political forces of all sides rallied to ensure the line's survival. After leaving the West Wales Line at Llandeilo Junction, the route is shared with the Swansea District line as far as Morlais Junction before passing beneath the M4 Motorway & turning northwards towards Pontarddulais and Pantyfynnon.
The short tunnel before the former station is the oldest surviving example still in use in Wales, whilst the freight-only branch along the Amman valley to Gwaun-Cae-Gurwen diverges at the latter. North of Ammanford, it follows the valley of the River Tywi north to Llandeilo and Llandovery, crossing the river at Glanrhyd by a replacement single-span bridge built & commissioned in 1988. North of Llandovery the character of the route changes, as it ascends into the Carmarthenshire hills towards the first of the line's two major summits at Sugar Loaf on gradients as steep as 1 in 60. En route, it passes over the 283-yard long Cynghordy viaduct acro
Diesel multiple unit
A diesel multiple unit or DMU is a multiple-unit train powered by on-board diesel engines. A DMU requires no separate locomotive, as the engines are incorporated into one or more of the carriages. Diesel-powered single-unit railcars are generally classed as DMUs. Diesel-powered units may be further classified by their transmission type: diesel–electric, diesel–mechanical or diesel–hydraulic; the diesel engine may be located under the floor. Driving controls can be on one end, or in a separate car. DMUs are classified by the method of transmitting motive power to their wheels. In a diesel–mechanical multiple unit, the rotating energy of the engine is transmitted via a gearbox and driveshaft directly to the wheels of the train, like a car; the transmissions can be shifted manually by the driver, as in the great majority of first-generation British Rail DMUs, but in most applications, gears are changed automatically. In a diesel–hydraulic multiple unit, a hydraulic torque converter, a type of fluid coupling, acts as the transmission medium for the motive power of the diesel engine to turn the wheels.
Some units feature a hybrid mix of hydraulic and mechanical transmissions reverting to the latter at higher operating speeds as this decreases engine RPM and noise. In a diesel–electric multiple unit, a diesel engine drives an electrical generator or an alternator which produces electrical energy; the generated current is fed to electric traction motors on the wheels or bogies in the same way as a conventional diesel–electric locomotive. In modern DEMUs, such as the Bombardier Voyager family, each car is self-contained and has its own engine and electric motors. In older designs, such as the British Rail Class 207, some cars within the consist may be unpowered or only feature electric motors, obtaining electric current from other cars in the consist which have a generator and engine. A train composed of DMU cars scales well, as it allows extra passenger capacity to be added at the same time as motive power, it permits passenger capacity to be matched to demand, for trains to be split and joined en route.
It is not necessary to match the power available to the size and weight of the train, as each unit is capable of moving itself. As units are added, the power available to move the train increases by the necessary amount. DMUs may have better acceleration capabilities, with more power-driven axles, making them more suitable for routes with frequent spaced stops, as compared with conventional locomotive and unpowered carriage setups. Distribution of the propulsion among the cars results in a system, less vulnerable to single-point-of-failure outages. Many classes of DMU are capable of operating with faulty units still in the consist; because of the self-contained nature of diesel engines, there is no need to run overhead electric lines or electrified track, which can result in lower system construction costs. Such advantages must be weighed against the underfloor noise and vibration that may be an issue with this type of train. Diesel traction has several downsides compared to electric traction, namely higher fuel costs, more noise and exhaust as well as worse acceleration and top speed performance.
The power to weight ratio tends to be worse. DMUs have further disadvantages compared to diesel locomotives in that they cannot be swapped out when passing onto an electrified line, necessitating either passengers to change trains or Diesel operation on electrified lines; the lost investment once electrification reduces the demand for diesel rolling stock is higher than with locomotive hauled trains where only the locomotive has to be replaced. Diesel multiple units are in constant use in Croatia, operated by national operator Croatian Railways. On Croatian Railways, DMUs have important role since they cover local and distant lines across the country. Two largest towns in Croatia and Split, are daily connected with DMU tilting trains "RegioSwinger" that provide Inter City service between those two towns since 2004. In the early 1990s, luxury DMU series 7021 provided some of higher ranked lines across the country. DMU series HŽ series 7121, 7122 and Croatian-built series 7022 and 7023 are nowadays in high use covering country's local and regional services in country's interior on the tracks that are not electrified.
In the Republic of Ireland the Córas Iompair Éireann, which controlled the republic's railways between 1945 and 1986, introduced DMUs in the mid-1950s and they were the first diesel trains on many main lines. The first significant use of DMUs in the United Kingdom was by the Great Western Railway, which introduced its small but successful series of diesel–mechanical GWR railcars in 1934; the London and North Eastern Railway and London and Scottish Railway experimented with DMUs in the 1930s, the LMS both on its own system, on that of its Northern Irish subsidiary, but development was curtailed by World War II. After nationalisation, British Railways revived the concept in the early 1950s. At that time there was an urgent need to move away from expensive steam traction which led to many experimental designs using diesel propulsion and multiple units; the early DMUs proved successful, under BR's 1955 Modernisation Plan the building of a large fleet was authorised. These BR "First Generation" DMUs were built between 1956 and 1963.
BR required that contracts for the design and manufacture of new locomotives and rolling stock be split between n
GWR 6000 Class 6024 King Edward I
Great Western Railway 6000 Class 6024 King Edward I is a preserved steam locomotive. She ran from 1930 to 1962 for the Great Western Railway and latterly British Railways hauling express passenger services. After withdrawal, it was sent to Woodham Brothers scrapyard in Barry, South Wales, where it remained for a number of years before being bought for preservation, it has since been certified for mainline running. The locomotive is undergoing a 10 yearly major overhaul to mainline running condition. Built at GWR's Swindon Works in June 1930, for most of its working life it was allocated to Plymouth Laira MPD. Transferred to Old Oak Common MPD, London, in March 1959, to Cardiff Canton TMD in 1962. Sent to Swindon for breaking up, it had one final unusual task – coupled to its twin, 6023 King Edward II, it was towed over a bridge for weight testing purposes. Resultantly, with them now being closer to South Wales than Swindon, both locomotives survived and ended up being sold to Woodham Brothers scrapyard in Barry, South Wales, where they languished in the company of 300 other locomotives.
Inspired by preserved class-mate No. 6000 King George V's 1971 breach of British Rail's steam ban, in 1973 the King Preservation Society wanted to restore a locomotive to mainline condition. Both Nos. 6023 and 6024 were available for purchase, but No. 6024 was preferred, because after a derailment in the Barry yard No. 6023 had had its rear driving wheels torched through, at the time was considered beyond repair. No 6024 was bought for £4,000 in 1974, like many of the other remaining locomotives, was missing significant components, including: its double-chimney; the 36th locomotive to be rescued from Barry, No. 6024 was moved to the Buckinghamshire Railway Centre at Quainton Road. After 16 years, including the creation of the Club100 funding initiative, on 2 February 1989, No. 6024 moved again under its own power. Re-commissioned on 26 April 1989 by HRH the Duke of Gloucester, in October 1989 the engine was moved by low-loader from Quainton Road to the Birmingham Railway Museum, from where it completed its mainline test runs.
On 15 April 1990, it resumed its mainline career hauling revenue-earning passenger trains. In recognition of the high standard to which the locomotive had been restored, No. 6024 was outright winner of the 1990 British Coal sponsored Heritage Award, awarded a £3,000 prize, put towards the restoration of a British Railways Mark 1 BSK coach, for transporting support crew and equipment for mainline work. The Society was invited by British Rail to provide No. 6024 to haul the InterCity VIP special on 19 May 1990. In July 1990 it appeared at the National Railway Museum Exhibition On Tour, held at Swindon Works, where it celebrated its 60th anniversary and was stabled alongside classmate No. 6000 King George V. Affectionately nicknamed "Spud One" the locomotive was used for an expanding mainline tour programme, based at either Tyseley, Didcot or Hereford Railway Centre. In late 1991 the locomotive was invited to haul the "William Shakespeare Express" from London Paddington, its first appearance there for thirty years.
As open access to the national network brought more routes into play in early 1992, No. 6024 was seen hauling passenger charter trains on a number of banned routes, including the mainlines to the West of England via Bristol, South Wales through the Severn Tunnel. Fitted with BR's standard Automatic Warning System, No. 6024 reintroduced steam-hauled express passenger trains to a number of new destinations within western zones for the first time for many years. In August 1992 the locomotive made its promised return to Quainton Road, this time via the mainline, when in the company of GWR 4073 Class 5029 Nunney Castle it hauled shuttles to and from Aylesbury. However, plans to take a train to Plymouth were thwarted by the locomotive's cab height preventing it from passing an over-bridge at Plympton. After running 10,000 mainline miles, in March 1995 the locomotive withdrew from traffic for its heavy overhaul at the end of its mainline boiler certificate, it retired to a secure Ministry of Defence site at Kineton in Warwickshire for the Society to carry out the work.
In September 1996 it reappeared with a number of small but significant modifications, incorporated in order to make it more adaptable and to increase its availability. The modifications included the fitting of dual-braking equipment to increase flexibility in the use of passenger rolling stock, the reduction of its chimney, safety valves and cab-roof heights to permit it to fit within the standard loading gauge; this allowed it to make its return to Plymouth, first double-headed in November 1996, in April 1997 running solo. This was the first time an unassisted steam locomotive had been entrusted with a passenger train over the route since the early 1960s. In August 2002 No. 6024 broke the record for steam haulage with the fastest modern-day time for the 52 miles from Plymouth to Exeter, in 58 minutes 6 seconds. With a further 15,000 mainline miles on the clock, in October 2002 the locomotive was again withdrawn for its second major overhaul, being carried out by the Society within the site of Tyseley Locomotive Works.
To keep pace with safety improvements, the locomotive was fitted with standard Train Protection & Warning System, the Society completed its Water Wagon project for mainline trials. This will enable mainline water-stops to be avoided on certain routes. No. 6024 returned to the mainline on 7 October 2004, on its third 7-year main line cer
In mathematics, a saddle point or minimax point is a point on the surface of the graph of a function where the slopes in orthogonal directions are all zero, but, not a local extremum of the function. An example of a saddle point shown on the right is when there is a critical point with a relative minimum along one axial direction and at a relative maximum along the crossing axis. However, a saddle point need not be in this form. For example, the function f = x 2 + y 3 has a critical point at, a saddle point since it is neither a relative maximum nor relative minimum, but it does not have a relative maximum or relative minimum in the y -direction; the name derives from the fact that the prototypical example in two dimensions is a surface that curves up in one direction, curves down in a different direction, resembling a riding saddle or a mountain pass between two peaks forming a landform saddle. In terms of contour lines, a saddle point in two dimensions gives rise to a contour graph or trace in which the contour corresponding to the saddle point's value appears to intersect itself.
A simple criterion for checking if a given stationary point of a real-valued function F of two real variables is a saddle point is to compute the function's Hessian matrix at that point: if the Hessian is indefinite that point is a saddle point. For example, the Hessian matrix of the function z = x 2 − y 2 at the stationary point = is the matrix, indefinite. Therefore, this point is a saddle point; this criterion gives only a sufficient condition. For example, the point is a saddle point for the function z = x 4 − y 4, but the Hessian matrix of this function at the origin is the null matrix, not indefinite. In the most general terms, a saddle point for a smooth function is a stationary point such that the curve/surface/etc. in the neighborhood of that point is not on any side of the tangent space at that point. In a domain of one dimension, a saddle point is a point, both a stationary point and a point of inflection. Since it is a point of inflection, it is not a local extremum. A saddle surface is a smooth surface containing one or more saddle points.
Classical examples of two-dimensional saddle surfaces in the Euclidean space are second order surfaces, the hyperbolic paraboloid z = x 2 − y 2 and the hyperboloid of one sheet. The Pringles potato chip or crisp is an everyday example of a hyperbolic paraboloid shape. Saddle surfaces have negative Gaussian curvature which distinguish them from convex/elliptical surfaces which have positive Gaussian curvature. A classical third-order saddle surface is the monkey saddle. In a two-player zero sum game defined on a continuous space, the equilibrium point is a saddle point. For a second-order linear autonomous system, a critical point is a saddle point if the characteristic equation has one positive and one negative real eigenvalue. In optimization subject to equality constraints, the first-order conditions describe a saddle point of the Lagrangian. In dynamical systems, if the dynamic is given by a differentiable map f a point is hyperbolic if and only if the differential of ƒ n has no eigenvalue on the unit circle when computed at the point.
A saddle point is a hyperbolic periodic point whose stable and unstable manifolds have a dimension, not zero. A saddle point of a matrix is an element, both the largest element in its column and the smallest element in its row. Saddle-point method is an extension of Laplace's method for approximating integrals Extremum Derivative test Hyperbolic equilibrium point Minimax theorem Max–min inequality Monkey saddle Gray, Lawrence F.. Advanced calculus, New York: Dover Publications, p. 128, ISBN 0-486-66103-2 Agarwal, A. Study on the Nash Equilibrium Hilbert, David. Geometry and the Imagination. Chelsea. ISBN 0-8284-1087-9. CS1 maint: Multiple names: authors list
Holyhead railway station
Holyhead railway station serves the Welsh town of Holyhead on Holy Island, Anglesey. The station is the western terminus of the North Wales Coast Line 105 1⁄2 miles west of Crewe and is managed by Transport for Wales, it connects with the Holyhead Ferry Terminal. The first station in Holyhead was opened by the Chester and Holyhead Railway on 1 August 1848, but this was replaced by the second on 15 May 1851; the present station was opened by the London and North Western Railway on 17 January 1866 and still retains its overall roof. It had four platforms, but only three are in use, the track to the former platform three having been lifted. Platform one on the western side of the station, is separated from the other two by the ferry terminal buildings and inner harbour and is the one used by Virgin Trains services to London Euston. Most Transport for Wales DMU services use platform two. Platform three is outside the train shed and is used by the early morning Premier Service to Cardiff Central, plus a few other trains at busy periods.
There are carriage sidings and servicing facilities alongside platform one, whilst platform three has an engine release line & run-round loop available. A rail-served container terminal next to the station closed in 1991 when the traffic transferred to Liverpool, it is now used as a car parking area for the Stena Line ferry service. Passenger ships used to berth in the inner harbour next to Platform 1, this ceased when the port was re-developed. Stena Line built an administration building between platforms 2 in the early 1990s; the station is staffed, with a ticket office in the main ferry terminal - this is manned seven days per week. Self-service ticket machines are provided for use outside these times and for collecting pre-paid tickets; the terminal offers covered waiting accommodation, a payphone, a photo booth, left luggage office, shops and a cafe. Train running details are offered via digital information screens, timetable posters and automated announcements. Step-free access is available to all platforms.
Holyhead is served by a basic Transport for Wales hourly service throughout the week to Shrewsbury with services continuing to Birmingham International and Cardiff Central on alternate hours. A limited number of trains run to/from Crewe, whilst two services operate to Manchester Piccadilly on weekdays only. Most Sunday services run to/from Crewe. Virgin Trains operate services to London Euston via the West Coast Main Line, with six departures and five arrivals from London Euston on weekdays, with a sixth arrival from Birmingham New Street, four services to and from London Euston on Saturdays and four departures and three arrivals from Euston on Sundays, with the fourth arrival originating at Crewe. Holyhead station adjoins the Holyhead Ferry Port, with sailings to both Dublin and, until September 2014, to Dún Laoghaire, it is connected to the town centre by a steel pedestrian/cycle bridge named The Celtic Gateway. The Celtic Gateway is a stainless steel cycle bridge located in Anglesey, Wales.
Opened on 19 October 2006 by Andrew Davies AM to connect Holyhead's railway station and ferry terminal with the town centre, Vic. Bangor to Holyhead. West Sussex: Middleton Press. Figs. 61-78. ISBN 9781908174017. OCLC 795179106. Allen, David. "Seaside signalling in North Wales". RAIL. No. 342. EMAP Apex Publications. Pp. 40–42. ISSN 0953-4563. OCLC 49953699. "Holyhead station's £3m repairs on schedule". RAIL. No. 343. EMAP Apex Publications. 4–17 November 1998. P. 11. ISSN 0953-4563. OCLC 49953699. Train times and station information for Holyhead railway station from National Rail