beleben

die belebende Bedenkung

HS2 duffer stops

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As a counterbalance to London and South East, investment in connectivity between northern cities (via the Northern Hub, HS2 ‘Phase 3’ or other schemes) should be prioritised, according to the RSA City Growth Commission ‘Connected Cities‘ report. But its authors appear not to have noticed that HS2 does not facilitate travel between any two cities in the North (unless that is, Meadowhall is a ‘city’, or Birmingham is in ‘the North’).

As its geography, low number of access points, and buffer stops at Leeds New Lane and Manchester Piccadilly demonstrate, the Y network is about connecting Leeds and Manchester to London. People expecting an explanation of how “HS2 phase 3” — whatever that is — would actually facilitate Northern connectivity, may be in for a bit of a wait.

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Written by beleben

July 18, 2014 at 4:34 pm

Posted in HS2, Politics

One Response

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  1. The Dutch have worked out how to cut journey times dramatically without spending vast sums on making trains go faster. They have simply made the services either direct or the connections train-train and train-other mode both seamless and short. This is especially noticeable in their use of cycling – the general figure is 30-40% of passengers cycle but in the key distance range – up to 5Km – an ideal spread to give regional service stations every 8-10 Km over 60% are cycling.

    The mess of having to build in ‘overlap times’ for connections, especially for those made by road, and the uncertainty of the distance you will need to hike from the Parkway station car park to your train, destroys reliable and consistent travel times.

    Generally sorting out that connectivity will cut an hour from a cross-‘London’ journey unless you are fortunate enough to have a Thameslink connection or a ‘lucky’ West London Line timing for the hourly service.

    Crossrail – or the Widened Lines re-born is doing a Thameslink for the next pair of pressurised London Termini Paddington and Liverpool Street – both currently delivering idle trains and blocked train paths as commuter services turn back and demand platform space and tracks to do this. Thameslink eliminated 6 platforms at Holborn Viaduct, released platforms at St Pancras and Moorgate, and also 1 platform at Blackfriars, and in full bore mode is planned to have a train through the core every 2.5 minutes.

    The next move should be to identify the next ‘pairing’ – Euston to Charing Cross (and Waterloo), Moorgate to Cannon Street – as a challenge? and Victoria to London Bridge (Battersea to Bermondsey) – this latter allowing the trains that alternately terminate at Victoria and London Bridge to loop through Central London relieving the Underground of a substantial 2-3 station journey demand by delivering passengers to points where a short walk across the river delivers the same outcome.

    All would offer better use of trains, and track but also deliver fast journeys by direct rail links as an alternative to driving around the M25. This would be even more dramatic than achievable now, when a rail-bike(5-15 minutes gets you between most London rail termini)-rail option that cuts over an hour of many peak hour driven trips around the M25.

    Dave H

    July 18, 2014 at 6:41 pm


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