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Andrew McNaughton HS2 ‘released capacity’ slides, February 2015

with 2 comments

To be read with the uncorrected transcript of oral evidence given by Andrew McNaughton on 11 February 2015 (source).

Andrew McNaughton, 'Released Capacity' slides, February 2015

Andrew McNaughton, ‘Released Capacity’ slide 1, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 2, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 3, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 4, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 5, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 6, February 2015, dwell consumes technical paths

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Andrew McNaughton, ‘Released Capacity’ slide 7, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 8, February 2015, reordered stops reduce path waste

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Andrew McNaughton, ‘Released Capacity’ slide 9, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 10, February 2015, slow (‘freight’) train runs in shadow

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Andrew McNaughton, ‘Released Capacity’ slide 11, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 12, February 2015. (A 3-unit Class 350/1 consist = about 700 seats. A full length 350/2 is ~800 seats. A 260-metre intercity tilting train = circa 590 – 650 seats. A 260-metre non-tilting (e.g. IEP) train = ~715 seats.) Note also: no mention of freight.

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Andrew McNaughton, ‘Released Capacity’ slide 13, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 14, February 2015. Baffling.

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Andrew McNaughton, ‘Released Capacity’ slide 15, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 16, February 2015

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Andrew McNaughton, ‘Released Capacity’ slide 17, February 2015

What conclusion can be drawn from these slides?

Perhaps the most plausible one is, “HS2 is a massive waste of money”.

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Written by beleben

February 19, 2015 at 3:25 pm

Posted in High speed rail, HS2

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2 Responses

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  1. I am compelled to respond to this continuing professorial eyewash which did little to clear the wool from MPs’ vision. In the old days, the early train set off from A to deliver A-Bs, A-Cs, B-Cs and B-Ds to journey end at C. The second, partially loaded with A-Ds, then stopped only at C to drop off more A-Cs and pick up the B-Ds and C-Ds. The third might then be a non-stop A-D train, assuming D is the destination of highest demand. Why should the first A-Cs arrive at their destination after the 2nd lot of A-Ds have arrived at their’s.
    My approach might be simplistic but so is the prof’s. It’s a bit like Blackpool – Euston now. But HS2 wants Blackpool to have its own direct train on WCML in the future, no doubt stopping only at MK. Extrapolate, Extrapolate – they have to change at Preston now and will do in the future, getting onto HS2 there – or will they only be allowed on the direct classic service running 30 year old Pendolinos?

    mcMichael

    February 21, 2015 at 12:08 pm

  2. […] chief engineer Andrew McNaughton’s February 2015 presentation on West Coast Main Line capacity showed that following the introduction of HS2, the number of […]


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