die belebende Bedenkung

At least triple

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This morning, Midlands Connect ‘launched Midlands Rail Hub [MRH] plans for a £2 billion investment’ with a photocall at Birmingham’s Moor Street station.

twitter, @Modern_Railways, Midlands Rail Hub  photocall at Birmingham's Moor Street station

In a tweet thanking @railfuture, Midlands Connect said plans had been submitted to government.

twitter, @MidsConnect, Midlands Rail Hub plans submitted to government

This is curious, because in a freedom of information response dated 20 June 2019, Midlands Connect said MRH plans were still “in the course of preparation”.

Midlands Connect, 20 June 2019, MRH plans still 'in the course of preparation'

The MRH ‘summary report‘, published today, suggests that the idea of diverting some East Midlands trains into Moor Street station, via a north chord at Camp Hill, has been ‘unditched’, and is a key element of the scheme. Whether it is still intended for the west (Moseley) and north chords to meet in mid-air above the existing line, is not clear.

Midlands Rail Hub, interventions diagram, June 2019

One of the report’s twenty four pages is given over to a picture of Network Rail technicians carrying out electrification works, yet the MRH scheme does not appear to involve such works.

The MRH scheme does not appear to involve electrification works, Jun 2019 (pic: Network Rail)

In the West Midlands HS2 connectivity package, the Camp Hill chords were costed at £240 million.

In the West Midlands HS2 connectivity package, the Camp Hill chords were costed at £240 million

But in today’s MRH summary report, they are costed at £900 to £950 million.

In today's MRH summary report, the Camp Hill chords are costed at £900 to £950 million

So, the new official cost of the chords, is at least triple the previous estimate.

The document is very short on specifics, and Midlands Connect still hasn’t even selected a preferred option for reinstatement of direct trains between Coventry, Leicester and Nottingham (via a dive under, flyover or reversal at Nuneaton).

Written by beleben

June 26, 2019 at 2:14 pm

One Response

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  1. The severe gradient and curvature constraints on the Bordesley/Camp Hill connection, and its limitations – a terminus station, and not directyly connected to New Street leads me to suggest an alternative of extending the second double track tunnel at Snow Hill from its current limit (at the South end of Great Western Arcade) and under Temple Row to emerge, heading towards Proof House Junction with grade separation from the lines rising out from New Street, to a re-worked set of approaches from Bescot, Water Orton, Stetchford, and Kings Heath, so that all these routes can run in to both Snow Hill and New Street.

    At Snow Hill the lower levels of the car park can be reclaimed to provide at least 2 more through platforms, noting that the viaduct (and original station had straight main platforms long enough for 2 trains.

    A linking tunnel (400 metres approx) would connect from the Red Lounge at New Street, to Snow Hill, with new station entrance(s) on Temple Row (via a retail unit and gateline at street level) and possible other locations – eg Victoria Square.

    Beyond Snow Hill an 800m chord can link to send trains to Wolverhampton or loop back to send trains to Bescot so that the Cross City services could be operated as a split North Side/South Side system.

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