beleben

die belebende Bedenkung

Nonsense bunched up closely

with 3 comments

According to Network Rail, HS2 phase one would ‘free up space‘ for ‘faster, more frequent trains‘ on the West Coast Main Line.

According to Network Rail, HS2 phase one would 'free up space' for 'faster, more frequent trains' on the West Coast Main Line

And according to ‘Rail’ magazine writer Gareth Dennis (@PermanentRail), ‘Once HS2 is operating, services on the existing railway can bunch up nice and closely together, more like Crossrail or Thameslink. […] Capacity can leap upwards.’

twitter, @PermanentRail, 'Once HS2 is operating, services on the existing railway can bunch up nice and closely together, more like Crossrail or Thameslink. [...] Capacity can leap upwards.'

However, the October 2013 strategic case for HS2 is based on the use of the West Coast fast lines being reduced, not increased.

HS2 strategic case, Oct 2013, 'The critical difference here arises on the West Coast Main Line, and specifically on the fast pair of tracks. Whereas the use of these lines will be reduced in the HS2 case, it will be intensified under the [Atkins] upgrade options.'

So much for ‘faster, more frequent’ trains on the existing railway, and ‘services bunching up nice and closely together’.

How much would the use of the West Coast fast lines have to be reduced, with HS2?

  • At Euston, the number of classic platforms would be cut, and one of the approach tracks taken out.
  • The fast lines between London and Milton Keynes would become more of a mixed traffic railway than they are today,
  • with increased commingling of commuter and intercity trains,
  • and more flat crossing manoeuvres to and from the slow lines.

According to the July 2017 strategic case and PFM v7.1 modelling, the peak hour ex-Euston commuter fast capacity with-HS2 would be 5,300 seats, with more trains heading to Northampton.

DfT, July 2017 HS2 strategic case, Figure 3

However, the Department for Transport are declining to say where these trains would transition to the slow lines in order to get to Northampton.

On the evidence available, the modelled classic service provision in HS2’s July 2017 strategic case seems unlikely to be achievable.

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Written by beleben

June 3, 2019 at 10:36 am

Posted in HS2

3 Responses

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  1. Far better to have a programme of smaller strategy-planned work, some of which can make use of the wrecking delivered to date by the ‘not actually authorised to start’ HS2.

    At Old Oak Common – make a clean high speed link between 3 main line routes between London and Birmingham, enabling trains to run in to Paddington, Euston, and HS1 at St Pancras (domestic & international) or Stratford/Ebbsfleet with current connections at ‘Maiden Lane’

    At Euston building a new 4-platform through station for the ‘local’ commuter services below ground between Euston Square and the main station – also connected to Warren Street, so that the massive commuter flows currently conflicting with long distance travellers on the current concourse are dispersed to 3 tube stations and 3 additional Tube Lines through a new concourse which also feeds pedestrian traffic out to the South of Euston Road, with more bus routes – at least 6 platforms at Euston would be released, and the conflicting movements of DC and ‘local’ 25KV services removed from the Euston approaches. The route would go under at Primrose Hill/Chalk Farm, probably able to use some of the abandoned dive under junction trackbeds. At the same time the option of a chord providing a direct link from Euston to Camden Road (with development of the land in this area set to take place) would enable the current mess of switching directions in Wembley to be ended when ECML diversions are operating this way.

    In Birmingham a redesigned Proof House Junction and extension of the second tunnel (and possibly the third short stub) from Snow Hill to connect with this, you can create an 18-20 platform (all through lines) Central Birmingham station connected all platforms to all routes with the massive, straight platform lengths of Snow Hill well suited to longer trains. A 400 metre link tunnel, possibly incorporating elements from the former Anchor telephone exchange would connect from the red Lounge at New Street to Snow Hill, with additional station gatelines at entrances on Temple Row, Victoria Square, and a direct link to Moor Street, not unlike the distances to cross Manchester Piccadilly or navigate St Pancras. At the West side an 800m chord at Winson Green enables services to run in from Wolverhampton to both stations, whilst the connection from Five Ways is the only significantly challenging detail. A city effectively having its commercial and retail core sitting squarely on top of its main station with trains to & from everywhere.

    d9015

    June 3, 2019 at 1:35 pm

  2. Glad to be back… I thought you’d forgotten about me!


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