beleben

die belebende Bedenkung

HS2 and Euston classic capacity

with 4 comments

The HS2 scheme would release capacity on two of the six classic tracks out of Euston (the two Fast Lines). In the Department for Transport’s October 2013 Strategic Case for HS2, it was proposed that most of the capacity on the West Coast Fast Lines would be re-used for outer suburban commuter fast services.

Department for Transport explanation of Euston Fast and Relief lines capacity, pre- and post- HS2

Department for Transport explanation of Euston Fast and Relief lines capacity, pre- and post- HS2. “390 D” = 11-car Pendolino with 1 ‘seconded’ carriage; “390 Suburban” = 11-car Pendolino with 2 seconded carriages. The Department declined to provide details of current Euston service consists, citing commercial confidentiality.

As can be seen, the Department has proposed increasing commuter fast capacity fourfold over the 2013 level, but commuter slow capacity by only two thirds. Why the uplift for longer-distance commuting is larger than for shorter-distance, has not been explained. (Also unexplained is the anticipated commuting demand uplift expected on other corridors into London.)

HS2 has been derided as a ‘predict and provide’ scheme, but as far as London commuting is concerned, there is not really much ‘predict’ involved, only ‘provide’. The Beleben blog has been unable to find published information on current or anticipated levels of London commuting demand from Milton Keynes, Tring, Hemel Hempstead, etc.

Sadly, Network Rail’s HS2 “information” sheets for Milton Keynes, Berkhamsted, Leighton Buzzard, and Northampton are just boilerplate PR-speak, with no useful information at all.

Advertisements

Written by beleben

April 10, 2014 at 10:25 am

Posted in High speed rail, HS2

Tagged with ,

4 Responses

Subscribe to comments with RSS.

  1. […] previously mentioned, information about commuter demand on the Euston classic lines is not present in October […]

  2. […] previously mentioned, information about commuter demand on the Euston classic lines is not present in October […]

  3. In order to run the 12-coach class 350 we will (a) need more of these trains and (b) be able to tun them as 12-coach formations – likewise the 11-coach Class 390.

    One option to dramatically resolve the congestion, capacity and rolling stock utilisation issues with suburban services is to eliminate the terminal stations, especially at the densest traffic end – the city end – of the route Thameslink with a 2-track 2-platform route replacing 6 terminal platforms at Holborn Viaduct, 2 at Moorgate, and some of the 3 terminal platform use at Blackfriars. The distance from North of Euston to Charing Cross/Waterloo is relatively short compared to the long tunnel for ‘Crossrail 2’ and can service the same area to the Southwest as well as sending trains to the Southeast, to disperse the intense frequency of services that the central section can and should carry, out at a sensible level to the suburbs of London

    Dave H (@BCCletts)

    April 10, 2014 at 11:26 am

  4. Nottingham should be so lucky. Pre-HS2: 2 trains to London per hour, one with 3 stops, other with 8. Post-HS2: 1 train to London per hour, 5 stops.
    Nottingham City Council are oppposed to any released capacity, seemingly in common with the rest of the Leeds leg.
    Did I mention electrifying the Midlands Main Line has already taken 6 minutes off Nottingham-London?

    Mike

    April 15, 2014 at 10:50 am


Leave a Reply

Fill in your details below or click an icon to log in:

WordPress.com Logo

You are commenting using your WordPress.com account. Log Out / Change )

Twitter picture

You are commenting using your Twitter account. Log Out / Change )

Facebook photo

You are commenting using your Facebook account. Log Out / Change )

Google+ photo

You are commenting using your Google+ account. Log Out / Change )

Connecting to %s

%d bloggers like this: