Reply With Quotemakes sense. of course, decent engineering could add significant capacity to thr existing lines...
UK HSR
These are extracts taken from a brief preliminary report undertaken by Network Rail into the possibility of a HSR network which is pretty much guaranteed to happen as it has the support of the three main political parties.
More specific details will emerge in December when a comprehensive report will be released.
A brief explanation on who Network Rail are: They are a company wholly owned by the government that own, operate and maintain the rail infrastructure (excluding the London Underground) on which train companies operate passenger and freight train services. Network Rail manage the largest termini and stations in the UK, but smaller commuter stations and rolling stock are managed by the train operating companies. They make money from essentially giving rights to allow companies to run trains on their track, and profits go straight back into improving the network.
makes sense. of course, decent engineering could add significant capacity to thr existing lines...
For New Yorkers and others - there are two primary north-south routes going the length of the UK; the West Coast Main Line (WCML) connecting London Euston to Birmingham, Manchester, Liverpool, Edinburgh and Glasgow) and the East Coast Main Line (ECML) connecting London King's Cross to Leeds, York, Newcastle and Edinburgh.Originally Posted by Luca
The WCML is the busiest trunk line outside of Japan; and despite the recent and extensive WCML modernisation programme ($16bn), the capacity gains from that upgrade work will be exhausted come 2020. Such is the rapid increase in demand for train services in the UK.
The ECML isn't as busy, and has more straight sections along its route, while the u/c Thameslink project should help to relieve the platform issue at King's Cross. That said dialogue has indicated that while the likes of Leeds, Nottingham, Sheffield, and Newcastle would not be connected to a HSR2, another HSR line would ensure that they too would be connected. One step at a time however.
HSR2 would essentially run a similar geographic route to the current WCML with spurs to all major (London, Birmingham, Manchester, Liverpool, Glasgow, Edinburgh) conurbations.
A big benefit as alluded to by Luca is of course that the current WCML could then become devoted to freight, and local & semi-fast passenger services giving Britain a trully 21st century railway.
One of the great positives of HSR2 (other than greater capacity, greener, faster, economically attractive, and taking cars and lorries off the road) would be providing the rest of the UK a convenient link to London Heathrow;
- Many internal flights to Heathrow could be axed, and thus more slots dedicated to larger more-economically positive long-haul planes (A380's, etc...)
- Birmingham International and Manchester International could essentially become satellite airports for Heathrow, with both being 30 and 45 minutes from Heathrow respectively. This would allow for a greater diffusion of future air traffic across the UK.
How would these spurs work in reality? I've looked at the diagrams and I'm baffled.
Would you have to change trains at junctions? Would the trains backtrack? Would each train go to a single spur destination?
The diagram is obviously just an example network, but here is a more detailed map that better illustrates the point;
It's a bit small but there are two areas to look at. The first is that there are chords from Birmingham to the north (brown), and Manchester going to the north (purple) not visible on the previous map.
The second is that the graph next to the map shows possible journeys:
4tph London - Birmingham
4tph London - Manchester
2tph London - Warrington - Liverpool
2tph London - Preston
1tph London - Edinburgh
1tph London - Glasgow
2tph Birmingham - Manchester - Preston - Glasgow
2tph Birmingham - Preston - Edinburgh
TOTAL: 18tph
What you want from a HSR network is a system that has few obstacles that would negate the speed advantage; urban areas so happen to be a double edged sword - they are both the largest passenger catchments and HSR's largest obstacle to construction and consistently high speeds.
Essentially HSR would consist of a primary 'artery' line that avoids the major urban areas in the UK to allow for faster point to point journey times. In addition the construction of several chords would connect the regional cities to each other avoiding London.
There has also been the mention of the line being quad (ie 4) track - which would be the first of its kind in the world - to allow for greater capacity for growth in the future, or even HSR commuting.
So how would you go from Liverpool to Glasgow? Would you have to change trains?
To be honest I don't know; there could be a chord linking Liverpool to Glasgow/Edinburgh, but I doubt the cost would negate any potential benefit.
Currently it takes 50mins to go from Liverpool Lime St to Manchester Piccadilly, what could happen however;
- Faster and more frequent trans-Pnnine services connecting Liverpool - Manchester - Leeds - York
- A new HSR line running west to east connecting the above cities
I just can't envision a significant demand for people wanting to travel from Liverpool to Glasgow/Edinburgh, but I could see stronger trans-Pennine links as a substitute with greater economic positives.
Liverpool and Glasgow are both major ports, no? Wouldn't you expect some traffic between the two?
The diagrams remain baffling.
When you refer to ports, do you mean port of call for passenger trains or ports in terms of freight?
Liverpool and Glasgow are both large cities, but I have just done a National Rail search for a typical rail trip between Liverpool Lime St and Glasgow Central; all journeys require a change (either at Wigan or Warrington - towns located on the WCML). There are no direct services, and I doubt there would ever be a business case for one.
Unless of course you're thinking of freight traffic, for which there could very well be a current route for such traffic - but they would use the WCML and not HSR2.
I'd pretty much agree with the general idea of the route - it maximses speed, as well as providing access to the primary population centres.
Ocean-going freight.
Neither Liverpool or Glasgow are major freight ports any more - those honours go to the English Channel ports. The likes of Southampton, Dover & Folkestone are the primary port of call for international shipments.
However the only role HSR would play in regards to freight movements would be to create more WCML slots available to freight trains.
I don't believe that there is a strong business case to create specialist TEU-carrying HSR freight trains. The French do have a HSR post train, but that is state sponsored and not a realistic economic entity. If they aren't used in Japan, they wouldn't make much sense in the UK, especially when there is the possibility of 24/7 passenger train operation.
...I can't remember this being posted so I'll add it to the list.
Michael Aukett have submitted this design for 100 Cheapside;
http://www.planning.cityoflondon.gov...9/00353/FULMAJ
Demolition of existing buildings and erection of a basement, lower ground, ground and nine upper floors for office and retail purposes together with ancillary parking, servicing and access (12,890sq.m, 10 storeys).
^ Not a successful design. Arbitrary weirdness.
Peculiar but interesting. I'd like to see this one in person. I don't see how you can say it is unsuccessful from those images. I also don't see how this being arbitrary is different from Gehry who you are a fan of.
Arbitrariness by Gehry is carried to a much more manic and therefore higher plane. This pissant timid arbitrariness.
You have to be willful with a whole lot more conviction and boldness to be respected.
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