die belebende Bedenkung

Eusless planning at Euston, part 2

with 5 comments

Euston station after reconstruction with HS2 platforms

Last month, I outlined what HS2 project would mean for Euston station, and the borough of Camden. The official diagram of the disposition of platforms at Euston after its proposed reconstruction shows twelve HS2 platforms on its western side, two of them also usable by conventional services. There would be twelve dedicated West Coast Main Line platforms, on the eastern side.

The HS2 scheme involves stopping trains at Old Oak Common as well as Euston, so not all of its traffic pressure would be on the Camden terminus. But it also entails channelling fast services from the East Midlands, Yorkshire, and North East England, into Euston (rather than St Pancras and Kings Cross, as has been the case for the last hundred years). This means that much larger numbers of people would be passing through the station, with substantial planning and cost implications. Politicians and HS2 planners appear not be fully cognisant of these.

The idea that all these destinations could be served from twelve platforms just doesn’t seem to have been thought through. And with Euston’s conventional platform capacity reduced by a third, the claims about ‘more services’ on the West Coast Line (to destinations like Milton Keynes, Northampton and Tamworth) look increasingly problematic.

Written by beleben

June 8, 2011 at 8:26 pm

5 Responses

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  1. 3 times the passenger volume as currently through Waterloo and just look what happened on Monday 6th June. Fortunately the interconnection and stopping points available enabled passengers to transfer at Havant, Basingstoke, Wimbledon, Richmond, Clapham Junction (VIC and WL Line) and Reading, as well as diverts at Guildford and Dorking. Eggs Basket nuff said?

    Funnily enough I was discussing contingency at STP just as WAT was going into meltdown and how STP functions as a key divert when everything at KGX and EUS goes PINE as it did on the Saturday of the big march in London earlier this year and did about 4 years ago on Jan 16th(?) wires down KGX-PBO and EUS-GLC so I went back to GLC via DBY and NCL, and it only took 90 minutes longer than scheduled – not bad for a contingency route in circumstances.

    Note also that most Greengauge 21 times are alightly longer than those shown in timetables and Paris-Manchester has around 80 minutes of time gained from somewhere (a long walk along Brill Place from STP to EUS?). The 35 minute non stop HS2 Glasgow Edinburgh is little better than the timetabled 38 min (including recovery) achieved with 1970’s track and signalling and Swindon Intercity DMU’s. Currently 3 stops and GLQ-HYM is pretty consistent 40 minutes with Class 170 and very generous 6 min (running time <4 min) HYM-EDB, and of course you end up in the middle of EDB from middle of Glasgow, with divert options already built in.

    Looking forward to Chiltern reprise of Lion run from May 1962 averaging 100mph on stretch of Evergreen 3 route, again with semaphores and jointed track. 88 days and counting for Mainline launch.

    If we prove equivalent door to door times and already delivered/deliverable will they finally admit they've got it wrong?

    Dave H

    June 8, 2011 at 9:15 pm

    • “If we prove equivalent door to door times and already delivered/deliverable will they finally admit they’ve got it wrong?”

      Who is ‘we’? Just found this blog, and the content plus comments are very interesting. But it doesn’t appear to get much traffic, and the Chiltern Line proposals could do with some airplay. Are you working with AGHAST or other groups/consortia to outline an alternative proposal?


      July 6, 2011 at 12:18 pm

  2. […] moving Milton Keynes commuter services into Crossrail, there would no longer be any requirement to rebuild and disrupt Euston station (or build HS2). […]

  3. […] rebuilding Euston for HS2 would involve ‘the biggest development of any kind ever seen in London’. […]

  4. […] busiest point. Under HS2 Ltd’s plan for Euston, the number of West Coast platforms would be cut, and that would be bound to have an impact on capacity. As with the effects of the HS2 to HS1 link, […]

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