The folly of this scheme as proposed must ultimately bring it to a standstill. It is in this mess because the basic initial stages, as required for any project have been skipped over with minimal due diligence, and testing of each stage before progressing to the next.
Run of the mill rail projects have a tougher GRIP process. It is good to note that an alternative planning application has been allowed for part of the site, and I believe that a far better solution-rail-wise could use the cleared site and adjacent railway land to deliver a scheme which removes the ‘Bordesley’ proposal , with the rather unsatisfactory diversion of services from New Street (a through station, with approaches from either end, and access to many other services) to terminate at a location almost 1Km away from connecting trains.
The proposal would be to complete the second tunnel heading out from Snow Hill which ended at Temple Row, roughly under Carrs Lane to emerge for a grade separated connection with the lines rising up from New Street East side, and Proof House Junction.
At the other end an 800m chord at Winson Green enables trains to run via platforms at Snow Hill or New Street, and even loop round to return from East or West approaches. The key element her being a 400 metre tunnel (with a moving pavement, and gateline/access through a shop unit on Temple Row, and options for other new station access directly from City Centre business and retail areas – built new, or using the Anchor Telephone Exchange tunnels built during the Cold War in 1950’s).
Combining Snow Hill and New Street as a single Central Birmingham Station delivers the ‘double train’ straight platforms residual potential of Snow Hill plus 2 extra platforms, effectively delivering an 18 platform station (with possibly 2 more) for Birmingham and the Red Lounge extending to Colmore Row – the distance between them around the same as would be walked from Platform 1 to platform 14 at Manchester Piccadilly.
beleben
The folly of this scheme as proposed must ultimately bring it to a standstill. It is in this mess because the basic initial stages, as required for any project have been skipped over with minimal due diligence, and testing of each stage before progressing to the next.
Run of the mill rail projects have a tougher GRIP process. It is good to note that an alternative planning application has been allowed for part of the site, and I believe that a far better solution-rail-wise could use the cleared site and adjacent railway land to deliver a scheme which removes the ‘Bordesley’ proposal , with the rather unsatisfactory diversion of services from New Street (a through station, with approaches from either end, and access to many other services) to terminate at a location almost 1Km away from connecting trains.
The proposal would be to complete the second tunnel heading out from Snow Hill which ended at Temple Row, roughly under Carrs Lane to emerge for a grade separated connection with the lines rising up from New Street East side, and Proof House Junction.
At the other end an 800m chord at Winson Green enables trains to run via platforms at Snow Hill or New Street, and even loop round to return from East or West approaches. The key element her being a 400 metre tunnel (with a moving pavement, and gateline/access through a shop unit on Temple Row, and options for other new station access directly from City Centre business and retail areas – built new, or using the Anchor Telephone Exchange tunnels built during the Cold War in 1950’s).
Combining Snow Hill and New Street as a single Central Birmingham Station delivers the ‘double train’ straight platforms residual potential of Snow Hill plus 2 extra platforms, effectively delivering an 18 platform station (with possibly 2 more) for Birmingham and the Red Lounge extending to Colmore Row – the distance between them around the same as would be walked from Platform 1 to platform 14 at Manchester Piccadilly.
d9015
August 16, 2019 at 7:35 am