die belebende Bedenkung

Mind the (two kilometre) gap

with 2 comments

Would Birmingham airport really be ’40 minutes from central London with HS2′?

Twitter, SmithTonyD, Birmingham Airport would be 40 minutes from central London with HS2

The journey time just from Euston to the ‘Interchange’ HS2 station site at Middle Bickenhill — 2 kilometres away from the airport — would be 40 minutes.

There are plans for some kind of ‘people mover’ to link the high speed station site, the existing ‘Birmingham International’ station, and the airport terminal. (Presumably, the existing Doppelmayr International-station to-airport-cable car would be demolished.)

Bickenhill 'Birmingham interchange' station site (HS2 Ltd)

On 6 June 2012, the Birmingham Post reported airport chief executive Paul Kehoe asserting that moving the passenger terminals more than half a mile east, to be closer to the planned HS2 interchange, “may sound daft but it has to happen”.

It does sound daft, but it looks like it is not going to happen. And Birmingham airport is not going to be 40 minutes from central London by HS2.

Written by beleben

October 7, 2016 at 9:18 am

2 Responses

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  1. It would be far cheaper and much more logical to channel all trains, HS2, Inter-City and regional , though the present Birmingham International station. Thus you avoid building an expensive station out in the boondocks which no decent human being would use at night.


    October 13, 2016 at 7:48 pm

  2. Just like all the rest of this project this element has been committed to before any surveys or plans, of accurate pricing has been done. A further example of the way HS2 has totally put the cart before the horse in every aspect with surveys done after lines have been committed to the map – a tunnel plan which has no current hydrological survey, but clear evidence that any bore in the area would catastrophically impact the local geology and probably end up being abandoned as the Spanish High Speed line at los Pajares. Flip flop changes in so many aspects of the London stations with the potential to lay waste to whole areas which will then not be used.

    The ridiculous thing is that overlaying the current daily timetabled performance of existing trains with existing signalling on existing routes which would need perhaps 2-6 years of evening out the ‘low spot’ speed limits and making a minimum of 2 key route enhancements could deliver a 55-60 minute London to Birmingham service as a regular timetabled option within 2-4 years and a potential demonstration run in a much shorter window. Roll forward with the delivery of moving block cab signalling and other developments, and trains designed for 140mph running can at last run at those speeds, and a 50 minute London-Birmingham journey delivered

    One of the key enhancements would deliver the facility to close the existing WCML fast lines for an extended period, and packaged with links using existing routes and restoring 4 tracks where these have been cut back to 2 or 3 The grade separation at Ledburn and Hanslope, plus potentially additional junctions at Bletchley and Bourne End can roll-ahead with generous windows for track removal and regrading.

    A useful linked project – already allowed for in Chiltern’s plans is to restore the route from the mothballed junction at Ashenden – a far better spot for the Y split in any route and adding 3 key towns in Northants to a network that delivers London in 1 hour or less to Daventry, Brackley and Buckingham, and can connect with WCML at Rugby. This would deliver the full switchable resilience of 2, 4-track route options to 2 London Termini, and connections to HS1/St Pancras and Marylebone as well, plus freight by-pass options via Gospel Oak or Hackney

    Dave H (@BCCletts)

    October 24, 2016 at 4:32 am

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