On 18th January 2026, two high-speed trains derailed and collided near Adamuz in Córdoba province, resulting in at least 41 confirmed deaths and 292 injuries. The crash is Spain’s worst railway accident since 2013 and has led to three days of national mourning whilst investigations focus on track maintenance and prior warnings about infrastructure deterioration.
What Happened
At 19:45 CET on Sunday evening, an Iryo high-speed train travelling from Málaga to Madrid derailed near Adamuz, a small town about 360 kilometres south of Madrid. Sources vary on passenger numbers, with Spanish reports citing 317 passengers whilst other accounts report 289. The rear carriages of the eight-coach train left the rails on a straight section of track and crossed onto the opposite line, directly into the path of an oncoming Renfe Alvia train heading from Madrid to Huelva with around 200 passengers aboard.
The collision caused substantial damage. The first two carriages of the Renfe train took the impact, knocking them off the track and sending them down a four-metre embankment. According to Andalusian regional president Juan Manuel Moreno, some bodies were found hundreds of metres from the crash site. Among the dead was the 27-year-old driver of the Renfe train. Survivor Ana Garcia Aranda, 26, described the moment of impact to Reuters: “The train tipped to one side, then everything went dark, and all I heard was screams.”
The crash occurred in hilly, olive-growing countryside accessible only by a single-track road, complicating rescue operations. Local residents were among the first responders, bringing blankets and water whilst emergency services mobilised. By Tuesday morning, 39 people remained hospitalised, with 12 in intensive care. Spain’s Civil Guard established DNA collection centres across five cities to help identify victims.
An Unexplained Accident
Transport Minister Óscar Puente called the crash “tremendously strange” and said officials and railway experts were finding it difficult to explain. The derailment occurred on a straight stretch of track where both trains were travelling well below the 250 km/h speed limit. The Iryo train had been manufactured in 2022 and passed its last safety inspection on 15th January 2026, just three days before the crash. The track itself had been completely renovated in May 2025 as part of a €700 million investment programme.
Human error and sabotage have both been ruled out. There was a 20-second interval between the initial derailment and the collision, too short to activate automatic braking systems.
Investigation Focus: Broken Rail Joint
Investigators have found a broken joint on the rails, according to sources briefed on the preliminary investigation. The faulty joint, known as a fishplate, connects sections of rail and appears to have created a gap that widened as trains passed over it. The first carriages of the Iryo train successfully traversed the defect, but the eighth and final carriage derailed, pulling the seventh and sixth carriages with it.
Minister Puente cautioned against premature conclusions, noting that when the train derailed, it produced fractures in the track over approximately 200 metres. “The key is to determine whether this fracture was a cause or a consequence,” he told Onda Cero radio. “That is the crux of this whole thing, knowing what came first.”
Prior Warnings About Track Condition
The crash site was not unknown to railway authorities. In August 2025, train drivers’ union SEMAF wrote to infrastructure operator ADIF warning of rapid track degradation due to increased traffic from new high-speed operators. The letter, seen by Reuters, reported “bumps, warping, and imbalance in the catenary” (overhead power lines) causing abnormal vibrations, instability at full speed and frequent breakdowns.
Drivers reported these concerns daily to ADIF but claimed no action was taken. The union urged speed reductions from 300 km/h to 250 km/h in affected sections and warned of deep wear on rolling stock. One passenger posted video from November 2025 showing excessive vibrations on the Sevilla to Zaragoza route. ADIF reportedly recorded almost a dozen incidents on this section of track, with one report speaking of a crew member being injured by equipment dislodged by jolting.
The crash is significant for Spain’s high-speed rail network, the second longest in the world behind China. With approximately 3,900 kilometres of high-speed track, the network has been operational since 1992 and serves around 100,000 passengers daily.
Spain’s most recent major rail disaster occurred in July 2013, when 79 people died in the Santiago de Compostela derailment. That crash happened when an Alvia high-speed train took a curve at 179 km/h in an 80 km/h zone whilst the driver was on the phone. The 2013 incident occurred on a section of conventional track at the end of a high-speed line where the train had transitioned from high-speed to conventional infrastructure.
The Adamuz collision represents the worst railway accident in Spain since 2013 and the fourth deadliest in Spanish history, after Torre del Bierzo (1944, 79 deaths), El Cuervo (1972, 77 deaths) and Santiago de Compostela (2013, 79 deaths).
Market Liberalisation Context
The crash highlights infrastructure challenges arising from Spain’s recent rail liberalisation. The country opened its high-speed network to private competition in 2020, allowing operators such as Iryo and Ouigo España to compete with state-owned Renfe on major corridors including Madrid-Barcelona, Madrid-Seville and Madrid-Málaga.
Iryo, a joint venture between Italian state railway Ferrovie dello Stato, airline Air Nostrum and Spanish infrastructure fund Globalvia, began operations in November 2022. The company operates Italian-designed Frecciarossa 1000 trains manufactured by Hitachi Rail-Bombardier.
The union’s August 2025 letter specifically cited increased traffic from new operators and heavier axle loads as contributing to track deterioration. Spain’s high-speed network has experienced frequent delays since 2022, with the government criticised over power outages and copper cable thefts from lines crossing remote countryside.
National Response
Prime Minister Pedro Sánchez cancelled his scheduled appearance at the World Economic Forum in Davos to visit the crash site, where he declared three days of national mourning. “This is a day of sorrow for all of Spain, for our entire country,” he told reporters, promising a “thorough and absolutely transparent” investigation.
King Felipe VI and Queen Letizia, who were in Greece for the funeral of Princess Irene, cancelled their schedule and visited the crash site on Tuesday to meet emergency personnel. Flags flew at half-mast across Spain, and television presenters wore black.
The Madrid-Andalusia high-speed line was closed on 19th January and is expected to remain shut until the end of the week at least, according to railway industry sources. ADIF established support centres at stations in Atocha, Seville, Córdoba, Málaga and Huelva for relatives of victims.
Among the victims was the Zamorano Álvarez family from Punta Umbría, who were returning from a weekend in Madrid. A six-year-old girl was the only survivor from her family after the deaths of her parents, brother and cousin.
What Happens Next
The Railway Accident Investigation Commission is conducting a formal investigation examining track integrity, train components and maintenance records. Officials have warned the investigation could take weeks or months to reach definitive conclusions.
The crash raises questions about infrastructure maintenance under Spain’s liberalised rail market, the adequacy of inspection procedures and the response to driver warnings about track conditions. Whether the broken rail joint was cause or consequence of the derailment remains the central question investigators must answer.
Latest updates: Death toll stands at 41 as of 20th January 2026, though officials warn this may rise as bodies remain trapped in wreckage. Investigations are ongoing.
On public transport, passengers are asked to treat drivers and other staff with respect and to help keep journeys safe and pleasant for everyone.
Practical guidance includes keeping feet and bags off seats, using earphones rather than playing audio aloud, disposing of litter properly and taking care when boarding or alighting, particularly around traffic and at tram stops and stations.
People are also advised to let others leave a bus, tram or train before boarding, to cross tracks only at designated points and to avoid distractions such as mobile phones and headphones when moving around stops.
Smoking and vaping are prohibited across buses, trams and trains including in enclosed station areas and e-scooters are not permitted on services due to safety concerns.
These are all worthwhile points to note, some of them being common sense. While having frequent punctual services with quality vehicles is definitely an asset, having passengers behaving well is essential for clenching the deal for getting more people to use public transport. Antisocial behaviour will not help at all.
Cork’s bus network is set for its most significant transformation in decades. Following government approval in October 2025, the city will gain two 24-hour bus routes for the first time, a 53% increase in bus services and connectivity improvements that will bring an additional 13,000 people within 30 minutes of the city centre by public transport. The changes represent a fundamental shift in how Cork residents will travel, making spontaneous bus journeys possible across more of the city, at more times of day, than ever before.
The BusConnects Cork programme combines this redesigned network with approximately 90 km of planned bus lanes, 95 km of cycle routes and supporting infrastructure including new shelters, electric buses and modern ticketing systems. With an estimated cost of between €2.3 billion and €3.5 billion, the programme aims to make bus travel faster, more reliable and more attractive across the Cork Metropolitan Area. Planning applications for the infrastructure schemes are expected in 2026, with construction to follow later in the decade.
The network redesign was published in June 2022 after extensive public consultation. To date, only one new route from the redesigned network has been implemented: Route 31, which launched in April 2025, connecting Knockraha to Parnell Place Bus Station. The full network rollout, including the new route numbering system and service restructuring, awaits implementation.
The Redesigned Network
At the heart of the programme is a complete rethinking of the route map. The National Transport Authority published the redesigned network in June 2022, proposing to replace the current complex system of overlapping routes with a simpler, more legible structure. Where the existing network funnels most journeys through the city centre, the new design will create strong cross-city corridors that allow passengers to travel between suburbs without necessarily routing through the downtown area.
Two new spine routes will form the backbone of the system. Route 1 will run east to west from Ovens and Ballincollig through the city centre to Mahon, closely following the corridor of a proposed future light rail line. Route 4 (comprising Routes 4A and 4B) will run north to south, linking the town of Carrigaline to Hollyhill via the city centre. Routes 4A and 4B will take different paths through the southern suburbs (4A via Maryborough Hill, 4B via Donnybrook) but will overlap for much of their route, combining to provide frequent service on the core north-south corridor. Both routes will operate 24 hours a day, marking Cork’s first all-night bus services. During night hours, buses on these routes will run at least every 30 minutes, extending the network’s usefulness for late shifts, early starts and city centre activity outside traditional daytime hours.
The redesign will also create direct cross-city links that reduce the need for passengers to interchange in the city centre. Route 3, for example, will run from Jacob’s Island to Lehenaghmore via the city centre, providing connectivity between these areas. Several other routes will be realigned or through-routed to connect suburbs directly, shortening journey times and simplifying travel patterns. Crucially, the network will maintain service to all areas that currently have bus routes whilst expanding into places that have never been served before. Upper Glanmire (now within Cork City administrative area following the 2019 boundary extension) in the northeast, the village of Waterfall (which remains in Cork County) to the west, and Kerry Pike (brought into Cork City in 2019) will all gain bus connections for the first time.
Route numbers will be simplified and standardised as part of the redesign. The new numbering uses locally-focused numbers, meaning that Cork’s route numbers are specific to the city and may overlap with Bus Éireann Expressway numbering or routes in other cities. The intention is that passengers should be able to grasp the basic structure of the network at a glance, with clear, consistent corridors replacing the current pattern of overlapping and duplicative lines. To date, only Route 31 has been introduced under the new numbering system, launched in April 2025 to serve Knockraha to Parnell Place.
More Buses, More Often
The redesigned network will deliver a substantial 53% increase in bus service levels, measured by bus kilometres operated. This boost in resources will enable seven high-frequency routes that run every 15 minutes or better throughout the day, with even higher frequencies during peak periods. On the busiest corridors, services will reach intervals of around 10 minutes or less during weekday middays, creating a turn-up-and-go service where passengers can rely on a bus appearing shortly without consulting a timetable.
The service improvements will extend beyond peak commuting hours. The redesigned network includes significantly more evening and Sunday trips, addressing long-standing weaknesses in weekend and off-peak provision. For many passengers, this will matter as much as rush-hour frequency. A network that becomes difficult to use outside commuting hours tends to discourage trust over time, whereas consistent all-day service makes public transport a practical option for shopping, social visits and work patterns that fall outside standard office hours.
Specific areas will see dramatic improvements. The town of Carrigaline (which remains within Cork County Council’s jurisdiction) will experience about 50% more buses per hour to the city centre under the new network. This increase will not only improve access to Cork city itself but will also open up connections to other destinations via easy interchange. According to the network designers, the share of residents within a short walk of a frequent (15-minute or better) service will jump by roughly one-third once the plan is fully implemented. Combined with the two 24-hour routes, the frequency improvements will transform the bus from a service requiring careful planning to one that supports spontaneous travel.
Faster and More Reliable Journeys
The combination of network redesign and infrastructure investment is expected to deliver notably faster and more reliable bus journeys. The new routes will generally be more direct than their predecessors, cutting in-vehicle travel times. Higher frequencies will reduce waiting times and make timed connections less burdensome, meaning overall door-to-door journey times will drop for numerous origin-destination pairs.
An analysis of the draft network showed that the average Cork resident would be able to reach 17% more jobs or school places within 30 minutes of travel under the new system. This represents a clear indicator that trips will be quicker and more opportunities brought within reach. In practical terms, many existing bus journeys are expected to become shorter in duration, whilst new trips will become feasible within reasonable timeframes. The government has highlighted that an extra 13,000 people will be able to reach Cork city centre by public transport within half an hour once the BusConnects enhancements are in place.
Infrastructure improvements will be critical to these gains. The programme will deliver 11 Sustainable Transport Corridors across Cork city, providing approximately 90 km of new bus lanes or other bus priority measures on key roads. These corridors, divided into north, south-east and south-west schemes, are designed to give buses dedicated right-of-way, allowing them to bypass traffic congestion. By reducing the time buses spend stuck in queues, journey time variability will decrease and schedules can become more dependable.
The corridors will also include bus gates and priority signalling at junctions, further improving reliability during peak hours. About 95 km of high-quality cycle lanes will be built alongside the bus infrastructure, helping to segregate cyclists and ensure buses can run unimpeded in their own lanes. The government promises that these changes will result in more reliable, frequent and faster bus services for Cork residents.
New technology will contribute to smoother operations. The adoption of next-generation ticketing, allowing contactless payments via card or mobile phone, is expected to reduce dwell times at stops and speed up boarding. Modern electric buses will improve comfort and ride quality whilst also supporting a perception of a more contemporary and dependable service.
Better Connections Across Cork
One of the programme’s core goals is to improve how different parts of the metropolitan area connect with each other. The redesign will succeed in adding new coverage: the National Transport Authority estimates a 7% increase in the number of residents living within a five-minute walk of any bus service, and a 5% increase in jobs accessible near a bus stop. Several outlying communities that currently lack service will be included in the network for the first time.
Connectivity between suburbs will also be strengthened through new orbital and cross-suburban routes. Rather than forcing all journeys through the city centre hub, the redesigned network will establish direct links between major suburban areas. The two 24-hour spine routes will effectively form cross-city axes connecting outer areas on opposite sides of Cork, allowing one-seat rides across town. Additional routes will be created to link suburbs to each other or to key destinations such as University College Cork, Cork University Hospital and major employment centres, without requiring a detour into the central city.
These changes will reduce travel distances and open up new trip patterns. For residents near the centre of the town of Carrigaline (in Cork County), the new network would provide access to 35% more jobs within an hour’s commute. Such improvements stem from both increased service frequency and the introduction of more direct routes between outlying areas. Crucially, the redesign will maintain service to all areas that currently have it, so no communities will be left stranded. By balancing this coverage mandate with expansion into new areas, BusConnects Cork will significantly broaden the geographic reach of the bus system whilst strengthening connections between residential areas, employment hubs and other key destinations.
Integration with other transport modes is built into the project’s rationale. The bus network redesign sits within the Cork Metropolitan Area Transport Strategy to 2040, which aligns bus improvements with rail, active travel and longer-term proposals such as light rail. The redesigned bus network is intended not just as an end state but as a foundation that will mesh with future projects. Route 1, the east-west 24-hour spine from Ballincollig to Mahon, closely follows the corridor of a proposed light rail line. Building strong bus travel patterns along this axis is intended to support an easier transition when rail is delivered.
The bus system will also connect more effectively with suburban rail, including stronger links to stations such as Kent Station and improved coordination so that buses can act as feeders for longer trips. Park and Ride sites are planned at the outskirts to allow drivers to transfer to frequent bus services for the remainder of their journey. Cork has adopted the Transport for Ireland 90-minute fare system, which permits unlimited bus, rail or Luas transfers within 90 minutes for one fare. In practice, this reduces the penalty for changing services, which becomes important in a network that values connectivity and frequency.
Making It Accessible
Accessibility and user experience improvements run throughout the programme’s plan. The National Transport Authority will roll out hundreds of new bus stops and shelters, with improved signage and real-time passenger information displays. This means passengers will have better facilities and live updates on bus arrivals, making waits for connections more comfortable and predictable. In a city known for frequent rain, enhanced shelter provision addresses a practical concern that often shapes travel choices.
All buses in the fleet are already low-floor and wheelchair-accessible. The programme plans to invest in a zero-emission bus fleet as part of its wider ambitions. The National Transport Authority, in collaboration with Bus Éireann, has commenced the transition to zero-emission buses nationally, with electric buses already operating in Athlone (since January 2023), Galway and Dublin. For Cork, planning permission is currently being sought for an additional temporary bus depot to enable the planned service increases and facilitate fleet electrification. Planning and design work for the electrification of the existing Capwell depot is underway. Once implemented, modern electric buses will be quieter and more comfortable, with smoother acceleration that will improve ride quality for all passengers including those with mobility challenges. The bus livery and information will be standardised under Transport for Ireland branding, offering a consistent look and clear information across services.
Next-generation ticketing will introduce contactless payment by bank card or mobile phone, streamlining the boarding process and making the system simpler for irregular passengers. This upgrade, combined with the 90-minute fare allowing seamless transfers, will remove friction from multi-leg journeys. A passenger will be able to board a bus, transfer to rail or another bus within 90 minutes, and pay just one fare, encouraging use of the best route even when it involves a change.
The infrastructure programme also supports accessibility in broader ways. The 95 km of cycle lanes being built alongside bus corridors will create safer active travel routes, whilst Park and Ride facilities will allow travellers to combine driving with public transport. These measures position the bus network as the backbone of a true multimodal system, making sustainable travel accessible to more people in more circumstances.
How the Network Was Designed
Public and stakeholder engagement played a notable role in shaping the new Cork bus network. The National Transport Authority held two rounds of public consultation in 2021. The first, a “Choices Report” survey in July 2021, received about 1,200 responses from members of the public. This early engagement focused on trade-offs that tend to define bus network design, such as whether people would accept a longer walk or a transfer in exchange for higher frequency and faster journeys.
Responses indicated that Cork residents wanted public transport to become useful enough to reduce car dependence whilst also maintaining coverage and adding new services. These sometimes competing priorities guided the network design: the final plan manages to increase frequency and shorten trips for most travellers without cutting off any community that currently has service.
A Draft New Network was published in November 2021 and opened to public feedback. The second consultation round drew hundreds of additional submissions from the public, local businesses and community representatives. The National Transport Authority’s report on this consultation indicates that many suggestions were incorporated, resulting in adjustments to route alignments and stop locations where feasible. Where concerns were raised about loss of access or increased walking distance, planners tweaked alignments to keep service within reach. New service to areas like Upper Glanmire featured in feedback and was reflected in the final network.
Bus Éireann, the state bus operator in Cork, collaborated with the National Transport Authority during design workshops and supported the goal of a simpler network that would be easier to operate reliably. Cork City Council and Cork County Council were involved in ensuring the bus network redesign aligned with land use plans and complementary projects such as road reconfigurations and future light rail. Local councillors and advocacy groups generally welcomed the promise of better bus connectivity, though concerns were raised.
One recurring worry was the need to interchange under the new network. Some residents expressed anxiety that a trip which is currently a one-seat ride might require changing buses at a suburban hub, particularly if they worried about missed connections or waiting without shelter. In response, the National Transport Authority has emphasised that interchange works best when supported by high frequency and high-quality facilities, including shelters and real-time information. The expectation is that shorter waits and more regular service will reduce the practical burden of changing. Nevertheless, the National Transport Authority has committed to monitor the network after implementation and make adjustments if certain areas or passenger groups are adversely affected, with ongoing engagement through community forums planned.
Timeline and Implementation Status
The BusConnects Cork network redesign was published in June 2022, following extensive public consultation. The plan outlined a phased implementation approach that was expected to begin in 2023 and continue through 2024, introducing the new routes, route numbers and increased service levels in stages.
However, as of January 2026, the full network redesign remains largely unimplemented. Only one route from the new network has been introduced: Route 31, which launched in April 2025. This service connects Knockraha to Parnell Place Bus Station via Glanmire, replacing journeys previously provided on Route 214. Route 31 operates every 90 minutes with nine daily return trips, serving key locations including Crestfield and Hazelwood Shopping Centres, Glanmire Business Park and Glanmire Community College.
All other Cork city bus services continue to operate under the existing route numbering system (Routes 201-225), including the current 24-hour Route 220 service linking Ballincollig and Carrigaline via the city centre. The planned new routes (Routes 1, 3, 4A, 4B and others) have not yet been introduced, and the 53% service increase remains to be implemented.
In parallel, the infrastructure side of BusConnects is moving through planning stages. The Irish Government gave its approval to the overall programme in October 2025. This cleared the way for statutory planning applications in 2026 for the 11 Sustainable Transport Corridors covering bus lanes and cycle lanes. Construction of these corridors will be subject to planning consent and is expected to commence later in the decade. The National Transport Authority has indicated it will implement interim measures where possible, such as bus priority at certain junctions, to begin realising benefits even before all corridors are built.
Meanwhile, improvements such as new shelters, signage and ticketing systems are being rolled out gradually across the Transport for Ireland network. The simplified 90-minute fare was introduced nationally, and the contract for the next-generation ticketing system was awarded in 2024, with full deployment expected over subsequent years. The transition to a zero-emission bus fleet has begun nationally, with electric buses already operating in Athlone, Galway and Dublin. For Cork specifically, planning permission is being sought for an additional temporary bus depot to facilitate the planned service increases and fleet electrification, whilst planning and design work for electrification of the existing Capwell depot is underway.
Both Cork City Council and the National Transport Authority continue to provide information about the programme. Updated network maps and planning documents are available on the BusConnects website, and the public will be advised of implementation schedules as they are confirmed. The phased approach is intended to ensure that bus users can transition to the new routes with minimal disruption once implementation proceeds.
What It Will Mean for Cork
When the programme is fully implemented, Cork bus users can expect a markedly different travel experience. Passengers will benefit from more frequent buses and shorter wait times on nearly all main routes. The days of infrequent, hourly services on important corridors should be gone. Instead, many areas will have service every 15 minutes or better throughout the day, with some routes running around the clock. This frequency boost will translate to more spontaneous travel and flexibility, as passengers can simply go to a bus stop knowing a service will arrive soon.
Bus riders will also experience faster and more reliable journeys. The new direct routes will eliminate time-consuming detours, whilst the planned bus lanes and traffic signal priorities will allow buses to glide past congestion. Commuters can expect quicker trip times into the city centre and more consistency day-to-day in how long the bus takes. The reliability improvements, combined with real-time information displays, will mean less uncertainty and stress. If a bus is delayed, the displays will keep users informed, and the next bus will never be far behind on frequent lines.
The network’s design, with easy connections, will open up better connectivity across the city. It will become feasible to travel from one suburb to another by bus in reasonable time, which will be transformative for accessing jobs, education and social opportunities in different parts of the metropolitan area. Many more people, including those living in newly served areas, will have the option of using public transport for their daily needs, reducing reliance on private cars.
Accessibility and comfort are set to improve as well. With new shelters and bus stop upgrades, waiting environments will be better, and the fully accessible fleet ensures people of all abilities can board safely. The planned transition to electric buses will bring quieter, more comfortable vehicles with zero emissions, contributing to cleaner air and a more pleasant urban environment. The integration of ticketing and fares across modes will make journeys involving a bus plus train, or multiple buses, seamless. There will be no penalty for transferring within 90 minutes. This encourages use of the best route for the trip even when it involves a change, ultimately saving time for the passenger. The addition of Park and Ride options and safe cycling routes to bus corridors means travellers can easily combine driving or cycling with public transport, positioning the bus network as the backbone of a true multimodal system.
In summary, the project is designed to transform the bus user experience: more buses when needed, going to more places, with quicker journeys and easier connections. The anticipated outcome is a public transport network that is far more useful to more people, thereby attracting higher ridership. By improving journey times and reliability, and by offering extensive coverage and seven-day service, the project aims to make taking the bus an attractive and convenient choice for getting around Cork. This will benefit not only existing passengers with better service but will also have wider impacts: reduced traffic congestion, lower emissions and a more connected city. As the National Transport Authority puts it, this transformation will deliver a modern, efficient and sustainable transport system for Cork, making daily travel faster, easier and more accessible for all.
Getting around Merseyside over Christmas and New Year tends to follow a familiar pattern: most of the public transport network winds down sharply on the key bank holidays, while a smaller set of services remains in place to keep essential journeys possible. For anyone planning visits to family, travel to work, or hospital trips, it helps to know in advance what will still be running and when, particularly because the available options differ significantly from a normal weekday.
Across the festive period, Merseytravel brings together information from bus and rail operators and also confirms arrangements for Mersey Ferries. Services can change at short notice, so it remains sensible to check operator updates before travelling, but the published plan provides a clear outline of how the region will be served on each key date.
20th to 23rd December: normal services with exceptions
The period leading up to Christmas Eve operates largely to normal patterns. On Saturday 20th and Sunday 21st December, buses and trains run to their usual weekend timetables. Mersey Ferries operate River Explorer Cruises on both days, departing from the Pier Head at 10:00 and then hourly until the last service departs at 15:00, with the final departure from Seacombe at 15:20.
Monday 22nd and Tuesday 23rd December see normal weekday bus services across all operators. Merseyrail runs normal weekday services on both the Northern and Wirral lines. City Line services to Manchester, Wigan, Blackpool and Chester operate to their regular Monday-to-Friday timetables. Mersey Ferries provide normal commuter and River Explorer services on both days.
Christmas Eve, 24th December: early finish across the network
Christmas Eve marks the first significant change to services. Buses generally run to normal timetables but finish early, typically between 17:30 and 20:00 depending on the operator and route. Most commercial operators wind down service progressively through the evening rather than maintaining a full schedule until close of service.
Merseyrail operates normal timetables on both the Northern and Wirral lines until an early evening finish. On the Northern Line, last trains depart around 20:30 to 21:00. The Liverpool Central to Southport service has its last departure at 20:32 from Liverpool Central and 20:03 from Southport. The Hunts Cross service sees last trains at 20:13 from Liverpool Central and 20:21 from Hunts Cross. The Liverpool to Headbolt Lane service finishes with a 20:35 departure from Liverpool Central and 20:11 from Headbolt Lane. Services to Manchester Victoria via Headbolt Lane have their last departure from Manchester at 19:27 and from Liverpool Central at 20:35, though Headbolt Lane to Manchester finishes at 19:48.
On the Wirral Line, the Liverpool to Chester service has last trains at 20:36 from Moorfields and 20:29 from Chester. The Ellesmere Port service finishes at 20:24 from Moorfields and 20:17 from Ellesmere Port. West Kirby services end at 20:31 from Moorfields and 20:01 from West Kirby, while New Brighton sees a last departure of 20:46 from Moorfields and 20:23 from New Brighton. The final cross-river train leaves Moorfields at 20:46, calling at Liverpool Lime Street at 20:48, Liverpool Central at 20:50 and James Street at 20:52 before reaching New Brighton. The Bidston to Wrexham line, operated by Transport for Wales, has its last trains at 20:47 from Bidston and 20:51 from Wrexham Central.
City Line services also finish early. The Liverpool to Manchester service via Warrington Central has last departures at 20:22 from Liverpool and 20:46 from Manchester Oxford Road. The Liverpool to Manchester Piccadilly service via Newton-le-Willows finishes at 20:00 from Liverpool and 19:54 from Manchester. Services to Blackpool see a final departure at 19:39 from Liverpool, with the last Blackpool to Liverpool service at 20:05 and the last from Wigan North Western to Liverpool at 20:52.
There is no ferry service on Christmas Eve.
Christmas Day, 25th December: free bus network only
Christmas Day represents the most restricted day for public transport. No trains run anywhere in the Merseyside area, Mersey Ferries do not operate, and most bus services do not run. Instead, Merseytravel provides a dedicated set of free Christmas Day bus services operated by Stagecoach on selected routes only.
The Christmas Day bus network runs approximately between midday and early evening, generally from around 11:30 to 19:30 depending on route and direction. Services typically operate every 60 to 90 minutes on most routes. The network is designed around essential movement: it links Liverpool city centre with St Helens, Huyton, Speke and Kirkby, provides access to major hospitals including Whiston, Aintree University Hospital, Broadgreen, Alder Hey, Royal Liverpool, Liverpool Women’s and Clatterbridge, and maintains some local mobility in Southport and on the coast. Key Wirral links connect New Brighton, Birkenhead, Arrowe Park Hospital and Clatterbridge Hospital.
Free services operate on the following routes: 10A (Liverpool to St Helens via Page Moss and Whiston Hospital), 12A (Liverpool to Huyton via West Derby and Stockbridge Village), 21A (Liverpool to Kirkby and Tower Hill circular via Fazakerley), 44 (Formby to Southport to Crossens), 62A (Crosby to Bootle to Aintree University Hospital), 102 (Aintree University Hospital to Croxteth, Alder Hey and Broadgreen Hospital), 201 (Liverpool to Royal Liverpool Hospital, Liverpool Women’s Hospital and Speke), 410 (New Brighton to Clatterbridge Hospital via Birkenhead), H1 (Mill Park to New Brighton via Arrowe Park Hospital), and H2/H3 (St Helens circular services via Whiston Hospital and Prescot).
Liverpool city centre acts as the main hub, with services based around Queen Square Bus Station and Liverpool ONE Bus Station. With trains not running, rail stations shown on maps are reference points only rather than interchanges.
Boxing Day, 26th December: partial network with reduced frequencies
Boxing Day sees a significant reopening of services, though on reduced timetables rather than normal schedules. Many bus operators run Boxing Day timetables with services generally less frequent than weekdays. A wide range of routes operate, including most of the major corridors and hospital links, though frequencies are typically reduced, and some routes may not run at all.
Routes confirmed as operating with reduced Boxing Day timetables include: 1/X1 (Liverpool to Chester and Cheshire Oaks), 10A/10B (Liverpool to St Helens and Huyton), 12/13 (Liverpool to Stockbridge Village), 14/14A (Liverpool to Kirkby), 15 (Liverpool to Huyton), 17A (Liverpool to Aintree University Hospital and Kirkby), 18 (Liverpool to Croxteth Park circular), 19 (Liverpool to Kirkby), 20/21 (Liverpool to Kirkby via Tower Hill and Northwood), 26/27 (Sheil Road circulars), 31/32/33 (Maghull circulars and St Helens to Parr), 34 (St Helens to Newton-le-Willows), 36 (Aintree University Hospital to Maghull circular), 44 (Formby to Crossens), 46 (High Park to Hillside), 47 (Liverpool to Crossens), 49 (Crossens to Woodvale), 52A (Liverpool to Netherton), 53 (Liverpool to Crosby), 55 (Liverpool to Old Roan), 56/58A (Netherton circulars), 62 (Bootle to Penny Lane), 63 (Bootle to Fazakerley Hospital circular), 75 (Liverpool to Halewood), 79 (Liverpool to Netherley), 81 (Bootle to Speke), 82 (Liverpool to Speke and Liverpool South Parkway), 86/86A (Liverpool to Liverpool South Parkway and Liverpool John Lennon Airport), 89 (St Helens to Liverpool John Lennon Airport), 102 (Broadgreen Hospital to Aintree University Hospital), 156 (Ashton-in-Makerfield to St Helens), 159 (Walton Park to Aintree University Hospital), 166/188 (Belle Vale and Halewood circulars), 201 (Speke to Royal Liverpool Hospital), 204 (Belle Vale to Liverpool ONE), 320 (St Helens to Ashton-in-Makerfield), 410 (New Brighton to Clatterbridge Hospital), 423 (Seacombe to Liverpool), 432 (New Brighton to Liverpool), 437 (Liverpool to West Kirby), 464 (Liverpool to New Ferry), 471/472 (Liverpool to Heswall), 500 (Liverpool John Lennon Airport to Liverpool circular), 602 (Ashton to Newton Hospital), and 921 (Gillars Green to Omega Boulevard).
First departures on Boxing Day typically begin between 08:00 and 10:00, with last services generally between 18:00 and 20:00 depending on route. Frequencies vary considerably by route, with some running every 20 to 30 minutes and others every 60 minutes.
Merseyrail operates a special Boxing Day service rather than a normal timetable, with trains calling only at selected main stations. On the Northern Line, services run between Liverpool Central and Southport, Liverpool South Parkway to Southport, Liverpool Central to Headbolt Lane via Kirkby, and Headbolt Lane to Liverpool Central. Trains generally operate every 30 minutes on these routes, with first trains around 09:40 to 10:00 and last trains around 19:00 to 19:40.
On the Wirral Line, services operate between Liverpool Central and New Brighton, Liverpool Central and West Kirby, and Liverpool Central and Hooton. Again, frequencies are approximately every 30 minutes, with first trains around 09:40 to 10:00 and last services around 19:30 to 19:50. Stations served are limited to the major interchange points only.
City Line services do not run on Boxing Day.
There is no ferry service on Boxing Day.
27th and 28th December: normal weekend services
Saturday 27th and Sunday 28th December see a return to normal weekend service patterns across the bus network. Most routes operate to their usual Saturday or Sunday timetables depending on the day. Merseyrail runs normal Saturday and Sunday services on all lines.
There is no ferry service on 27th or 28th December, though this is part of the normal closure pattern rather than a festive restriction.
29th and 30th December: normal weekday services
On Monday 29th and Tuesday 30th December, services operate to normal weekday timetables across buses, trains and ferries. Mersey Ferries run River Explorer Cruises only, with no commuter service. Cruises depart from the Pier Head at 10:00 and then hourly until the last service departs at 15:00, with the final departure from Seacombe at 15:20.
New Year’s Eve, 31st December: early finish
New Year’s Eve follows a similar pattern to Christmas Eve, with normal services during the day but an early finish in the evening. Most bus operators run to normal timetables with services finishing early, typically between 17:30 and 20:00 depending on operator and route.
Merseyrail operates normal timetables until an early evening finish. On the Northern Line, last train times mirror those of Christmas Eve. The Liverpool Central to Southport service has its last departure at 20:32 from Liverpool Central and 20:03 from Southport. The Hunts Cross service sees last trains at 20:13 from Liverpool Central and 20:21 from Hunts Cross. The Liverpool to Headbolt Lane service finishes with a 20:35 departure from Liverpool Central and 20:11 from Headbolt Lane. Services to Manchester Victoria via Headbolt Lane have their last departure from Manchester at 19:27 and from Liverpool Central at 20:35, though Headbolt Lane to Manchester finishes at 18:46 on New Year’s Eve, earlier than Christmas Eve.
Wirral Line last trains match Christmas Eve timings. The Liverpool to Chester service has last trains at 20:36 from Moorfields and 20:29 from Chester. The Ellesmere Port service finishes at 20:24 from Moorfields and 20:17 from Ellesmere Port. West Kirby services end at 20:31 from Moorfields and 20:01 from West Kirby, while New Brighton sees a last departure of 20:46 from Moorfields and 20:23 from New Brighton. The final cross-river train again leaves Moorfields at 20:46.
City Line services finish early following the same pattern as Christmas Eve, with last departures around 19:30 to 20:30 depending on the route.
Mersey Ferries run River Explorer Cruises only, with no commuter service. The operating pattern matches 29th and 30th December, with departures from the Pier Head at 10:00 and then hourly until 15:00.
New Year’s Day, 1st January 2026: Sunday service pattern
New Year’s Day operates to a Sunday service pattern rather than a normal weekday or complete shutdown. Many bus routes run, but to reduced Sunday frequencies and timings. The range of routes operating is extensive and similar to Boxing Day, though specific departure times and frequencies follow Sunday rather than Boxing Day patterns.
Routes confirmed as operating with Sunday-style timetables include the same broad range as Boxing Day: 10A/10B, 12, 14, 15, 18, 26/27, 31/32/33, 34, 36, 44, 46, 47, 49, 52A, 53, 55, 56/58A, 62, 63, 75, 79, 81, 82, 86/86A, 89, 102, 156, 159, 166/188, 201, 204, 320, 410, 423, 432, 437, 464, 471/472, 500, 602, and 921.
Merseyrail operates a Sunday service on all lines. On the Northern Line, services between Liverpool Central and Ormskirk operate with a complex pattern, with some trains running every 30 minutes and others hourly depending on the time of day. Services generally start around 09:30 to 10:00 and continue until around 19:00 to 19:30. The Wirral Line similarly follows Sunday frequencies, with trains every 30 minutes on the main routes to New Brighton, West Kirby and Hooton.
City Line services operate to Sunday timetables where applicable, with Transport for Wales and Northern services running reduced frequencies.
There is no ferry service on New Year’s Day.
2nd to 4th January: gradual return to normal
Friday 2nd January sees the return of normal weekday services across buses and trains. Merseyrail resumes normal Monday-to-Friday timetables on all lines. Bus operators return to standard weekday schedules. Mersey Ferries resume normal commuter and River Explorer services.
On Saturday 3rd and Sunday 4th January, services operate to normal weekend timetables. River Explorer Cruises run on both days, departing from the Pier Head at 10:00 and then hourly until the last service departs at 15:00, with the final departure from Seacombe at 15:20.
Planning journeys in a restricted network
The main practical message from the festive timetable is that transport availability varies significantly by date. Christmas Day and New Year’s Day represent the most restricted days, with Christmas Day requiring careful attention to the limited free bus network. Boxing Day and New Year’s Day offer more options but with reduced frequencies. The days either side of the key holidays see early finishes rather than full closures.
With trains not running on Christmas Day and services limited on other key dates, journeys that might normally be straightforward can require more planning. Hospital access remains prioritised throughout, but general travel, particularly cross-city or between towns, becomes more constrained. As services may be subject to late changes, updates via Merseytravel, individual operator websites and National Rail Enquiries remain the most reliable way to confirm arrangements before setting out.
The festive period brings its familiar mix of altered timetables and special services across Scotland’s coach network. Scottish Citylink has now published its schedule of services for the 2025-26 festive period, detailing operations from 24th December through 5th January. From overnight New Year services to Boxing Day Highland connections, here is what travellers can expect during this traditionally disrupted fortnight.
Christmas Eve Services
Christmas Eve services will operate to normal timetables during the day, with early evening finishes on most routes. The flagship Glasgow-Edinburgh service will conclude with final departures at 20:00 from Glasgow, whilst Edinburgh offers multiple late options with departures at 21:15, 21:45 and 22:15.
Route 902 (Glasgow-Edinburgh Airport via Livingston) experiences significant evening disruption, with the 19:45 Glasgow departure terminating at Livingston rather than continuing to the airport. Additionally, the 21:45 Glasgow to Edinburgh Airport service, the 21:40 Edinburgh Airport to Glasgow service and the 23:45 Glasgow to Chapelhall service all do not operate.
Highland routes maintain normal service throughout the day, with standard evening finish times. Cross-border services to Belfast see selective cancellations, with the 16:20 and 18:20 departures from Glasgow to Stranraer not operating. However, an additional 14:20 service from Glasgow to Stranraer provides extra capacity for those needing to connect with earlier ferry sailings.
On the Saltire Cross network connecting Edinburgh, Glasgow and the north-east, several late evening M-series departures are withdrawn. From Edinburgh, cancelled services include numerous M92 Aberdeen departures (07:35, 16:35, 18:35, 21:25 and 23:25) and certain M90 services to Perth and Inverness. From Glasgow, the evening M9 Aberdeen services from 15:40 onwards do not operate.
Christmas Day Operations
On Christmas Day, a special service will operate on the Glasgow-Edinburgh route 900, with hourly departures from Glasgow between 08:30 and 20:30, and from Edinburgh between 10:15 and 22:15, with no other routes in operation. Special fare conditions apply because these services are classified as premium services. Thus, standard concessionary travel passes, open return tickets and multi-journey tickets are not valid and neither are regular child, student and other promotional discounts.
Boxing Day and Return to Service
Boxing Day sees the resumption of services across the network, though with modified schedules. The Glasgow-Edinburgh service begins early, with first departures at 04:00 from Glasgow and 05:45 from Edinburgh. Highland services include three return journeys between Glasgow and Fort William/Skye, departing Glasgow at 08:00, 11:20 and 16:20. A special Glasgow-Oban service operates with one return journey, leaving Glasgow at 12:15 and returning from Oban at 18:20. Regular service patterns resume between 27th and 30th December.
New Year’s Eve Arrangements
New Year’s Eve (31st December) mirrors Christmas Eve arrangements, with services operating normally during the day before early evening finishes. The Glasgow-Edinburgh route 900 provides multiple evening options from Glasgow at 20:00, 21:30 and 22:30, whilst Edinburgh maintains its late departures at 21:15, 21:45 and 22:15.
Route 902 encounters similar disruption to Christmas Eve, with the 19:45 Glasgow service again terminating at Livingston, and the same evening cancellations applying. The cross-border Belfast services also follow the Christmas Eve pattern, with the 16:20 Glasgow to Stranraer service cancelled, though the additional 14:20 departure again provides alternative capacity.
The Saltire Cross network sees extensive evening cancellations matching those on Christmas Eve, particularly affecting services from Edinburgh to Aberdeen and from Glasgow to Aberdeen after mid-afternoon.
New Year’s Day Enhanced Services
New Year’s Day features an enhanced service on the Glasgow-Edinburgh corridor, with route 900 operating half-hourly during the day and hourly during overnight hours. The first departures are at 01:00 from Glasgow and 00:45 from Edinburgh, with services continuing through the night. The timetable includes late departures at 19:00, 19:30, 20:00, 22:00 and 23:59 from Glasgow. Airport services run hourly on New Year’s Day, with buses from Glasgow to Edinburgh Airport operating between 09:15 and 18:15, and return services from 10:30 to 19:30.
The intercity network maintains significant coverage on New Year’s Day, with regular services connecting Glasgow and Edinburgh with Perth, Dundee, Aberdeen and Inverness. Detailed special timetables operate across the M-series routes serving these corridors throughout the day.
Service Resumption Pattern
Sunday service levels apply on 26th-27th December and 2nd-3rd January across most of the network. Regular service resumes between 28th-30th December and returns permanently from 4th January onwards.
Route-Specific Alterations
Several routes have specific alterations during the festive period beyond those on Christmas Eve and New Year’s Eve. Route 909 (Edinburgh-Stirling-Dunblane) withdraws its 19:30 Dunblane to Edinburgh and 22:20 Edinburgh to Stirling services on both 24th and 31st December, with additional Boxing Day cancellations of the 06:20 Stirling to Edinburgh departure.
The Inverness-Portree corridor sees a consistent midday service gap between 26th December and 4th January, with the 13:15 and 13:00 departures not operating. Route 926 (Glasgow-Campbeltown) runs a single return journey on Boxing Day and 2nd January, with only the 09:10 from Glasgow and 17:00 from Campbeltown operating.
The Inverness-Ullapool route (961) similarly operates just one return journey on Boxing Day, with the 15:10 from Inverness and 17:00 from Ullapool being the sole services. Route 913 (Edinburgh-Fort William) does not operate at all on Christmas Day, Boxing Day, New Year’s Day or 2nd January.
From October 25th, Bus Éireann is introducing revised timetables for its Expressway Route 13 and Route 14 services, which operate between Limerick, Tralee and Killarney. The changes aim to improve reliability and punctuality by adjusting departure times according to traffic conditions. A new Sunday morning departure from Tralee to Limerick has been added, and some weekday and Sunday journeys have been withdrawn. Discounted online fares are available until the end of November and customers are encouraged to book tickets in advance to secure their seats.
18:47, October 9th, 2026
The National Transport Authority, in partnership with Clare County Council, has introduced a new Ennis Town Bus Service, which will begin operating on 18th October 2026 as part of the Transport for Ireland network. The service includes two routes, NS1 and NS2, connecting key areas of Ennis such as the town centre, Ennis Hospital, Ennis Bus and Rail Station and surrounding residential areas. Both routes operate every 30 minutes throughout the day, with a 15-minute frequency along a shared central section and run from early morning until late at night.
The buses are low-floor, fully accessible and high capacity. Standard fares apply, with discounts available for Leap card users and free travel for certain groups. This development is part of the NTA’s Town Bus Programme, which seeks to provide sustainable and accessible public transport in regional towns across Ireland.
Posted on January 20th, 2026