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Post by roboverground on Aug 7, 2015 13:41:47 GMT
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Post by crusty54 on Aug 7, 2015 17:12:16 GMT
A terminus needs onward connections.
Have you ever been to Queens Park?
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Post by snoggle on Aug 7, 2015 17:47:53 GMT
Well that's just changed the likely scope of the planned "Access for All" accessibility scheme at Queens Park. Given the WCML platforms are not normally used I'd expect them to be out of scope of the works but that means two extra lift towers and possibly a new footbridge. There doesn't seem to be space to squeeze in lifts linked off the existing bridge unless the platforms are extended somewhat at their southern end.
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Post by Chris M on Aug 7, 2015 19:07:52 GMT
Elsewhere there is detail that the paths are confirmed to Queen's Park, and paths from there to Euston are planned but contingent on being available.
Queen's Park has onward connections in the Bakerloo and Watford DC lines and (probably) buses too.
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Post by snoggle on Aug 7, 2015 19:46:10 GMT
Elsewhere there is detail that the paths are confirmed to Queen's Park, and paths from there to Euston are planned but contingent on being available. Queen's Park has onward connections in the Bakerloo and Watford DC lines and (probably) buses too. Queens Park has several bus services but none which go to Euston. The 6 and 36 provide decent enough links into Zone 1 and both run 24 hours. |
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Post by spsmiler on Aug 7, 2015 22:07:36 GMT
Remind me when this service opens, maybe I'll use it - if its a cut-price service then not having to trek to Zone 1 will reduce travel costs even further!
Simon
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Post by Deleted on Aug 8, 2015 17:59:32 GMT
I wonder how many people wil use this Eustonless service?  XF |
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Post by rapidtransitman on Aug 8, 2015 18:30:10 GMT
I wonder how many people wil use this Eustonless service? It's the train equivalent of RyanAir - serving a city from the outskirts, and not having to pay main terminal access fees. |
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Post by theblackferret on Aug 8, 2015 19:01:51 GMT
I wonder how many people wil use this Eustonless service? It's the train equivalent of RyanAir - serving a city from the outskirts, and not having to pay main terminal access fees. I expect they'll be inundated if they rename it Queen's Park Euston Road. Provided they don't answer any questions about how far it is from Euston as well. |
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Post by norbitonflyer on Aug 8, 2015 20:55:14 GMT
I expect they'll be inundated if they rename it Queen's Park Euston Road.. Paddington North? Or maybe even call it Westminster City (as it is just outside the boundary of that London borough. It's the train equivalent of RyanAir - serving a city from the outskirts, and not having to pay main terminal access fees. Heathrow Express have got away with claiming they serve central London for years. If Paddington was really central, there would have been no need for the Metropolitan Railway! |
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Post by domh245 on Aug 8, 2015 21:04:27 GMT
How about either London or Euston Parkway?
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Post by Deleted on Aug 8, 2015 22:11:21 GMT
How about Euston Gap station!
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Post by Deleted on Aug 14, 2015 11:11:54 GMT
How about either London or Euston Parkway? That would be a misnomer, due to the significant lack of parking spots................. |
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Post by 100andthirty on Aug 15, 2015 10:50:10 GMT
I have read extensively about this since first seeing the "guaranteed" 10 year access for Blackpool to Queen's Park. As everyone else says, Queen's Park WCML slow line platforms are dire, access is poor and no one in his right mind would start or finish a train service from there. However, for a while a few years ago, due to works for the WCML route modernisation, some Silverlink services did start from and finish at Queen's Park. It can be done, but is not ideal. However, the meaning of the letter is that the Blackpool trains will run to Euston. What is not approved yet is any guarantee that those paths will be available whilst HS2 is rebuilding Euston. There's lots of work ahead, including refranchising both the current LM and Virgin franchises, and there's lots that can be done to optimise platform occupation time (I would vote for not coupling/uncoupling in the platforms. Those things might cost money, but might also deliver a better service.
There are 18 platforms at Euston. After all they manage to reserve one/two specific platform(s) for the sleeper trains during the morning peak. Off peak, the current pattern is about 18 trains per hour (I might be a train or two out as I haven't examined the timetable. That's not a lot of trains when there are 18 platforms. I know that this number may be reduced for HS 2 works, but if everyone got a proper "time and motion study" to agree the turnaround times for trains - I'd suggest no more than 10 mins for LM and no more than 20 mins for Virgin - then it's all do-able. Significant changes of working practice would be necessary, but it's do-able - just visit Victoria Station to see what's possible. Also a Thameslink approach to punctuality will be required - on time every time!!! (I have resisted the temptation to compare with Brixton where - as all DD members know - 34 trains are reversed in an hour off two platforms!
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Post by johnb2 on Aug 15, 2015 16:07:20 GMT
I can foresee detraining an incoming ex-Blackpool at QP being quite time consuming, particulary for those with baggage, thereby blocking the up slow for a significant period. Down Blackpools would be a bit less of a blockage (maybe) but they would have to cross the up slow and then load baggage laden passangers. All in all terminating at QP sounds like a recipe for adding more problems when the HS2 works are ongoing.
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Post by grahamhewett on Aug 15, 2015 16:55:11 GMT
I have read extensively about this since first seeing the "guaranteed" 10 year access for Blackpool to Queen's Park. As everyone else says, Queen's Park WCML slow line platforms are dire, access is poor and no one in his right mind would start or finish a train service from there. However, for a while a few years ago, due to works for the WCML route modernisation, some Silverlink services did start from and finish at Queen's Park. It can be done, but is not ideal. However, the meaning of the letter is that the Blackpool trains will run to Euston. What is not approved yet is any guarantee that those paths will be available whilst HS2 is rebuilding Euston. There's lots of work ahead, including refranchising both the current LM and Virgin franchises, and there's lots that can be done to optimise platform occupation time (I would vote for not coupling/uncoupling in the platforms. Those things might cost money, but might also deliver a better service. There are 18 platforms at Euston. After all they manage to reserve one/two specific platform(s) for the sleeper trains during the morning peak. Off peak, the current pattern is about 18 trains per hour (I might be a train or two out as I haven't examined the timetable. That's not a lot of trains when there are 18 platforms. I know that this number may be reduced for HS 2 works, but if everyone got a proper "time and motion study" to agree the turnaround times for trains - I'd suggest no more than 10 mins for LM and no more than 20 mins for Virgin - then it's all do-able. Significant changes of working practice would be necessary, but it's do-able - just visit Victoria Station to see what's possible. Also a Thameslink approach to punctuality will be required - on time every time!!! (I have resisted the temptation to compare with Brixton where - as all DD members know - 34 trains are reversed in an hour off two platforms! @onehundredand30 - yes, I used to think that, too - just, O foolish Virgins - look at what is achieved is achieved at StP domestic. However, I have now come to believe that the long platform occupation times are a symptom rather than the disease. Probing a little deeper, I find that (a) VT are very very tightly scheduled with no spare sets at all much of the time, and (b) the sets have to go for maintenance in a fixed order at a fixed time. Put these together, and we see that the VT schedulers leave themselves plenty of spare time in case they have to step up a set/crew (and given constraint b, it can't be any old set or crew, so they need to reshuffle diagrams if something goes wrong.) In effect, Euston is used as a buffer store and the sets are tightly scheduled only in so far as they are all allocated to a live diagram. Now if they had some more flexibility and took the slack "off-diagram"- say, a "Dispozug" parked up somewhere away from the Euston platforms - they could turn round sets PDQ. As it is, they have left themselves with no room for manoeuvre. And yes, turning a train ought to take - even an IC train - no more than 20. Attention to detail such providing water stand pipes alongside each coach instead of waiting for a tug and bowsers to wend its weary way along the length of the train. |
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Post by 100andthirty on Aug 15, 2015 17:10:50 GMT
To grahamhewett. One of the factors included in my comment "those things might cost money...." was the thought that more trains might be needed. Indeed if Alliance are going to buy some Pendolinos, now might be a good time for Virgin (sorry, DfT for next francise) to buy some extra 11 car sets - a sort of "Groupon" buy. This might also eliminate other ghastly features of current WCML operation such as 5 car Voyagers on the Edinburgh/Glasgow "slow" trains via Birmingham - diesel trains under the wires the whole way and some only 5-car sets too.
As for stand pipes, At great expense many years ago, standpipes were fitted under the platform edge with steel access traps. This was in the days of the Mk3 push-pull sets. I don't know if they are still in place or if they are needed with the current retention toilets. Perhaps the bowsers are for the kitchens/shops?
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Post by Deleted on Aug 16, 2015 9:41:02 GMT
Maybe the proposed through services to Blackpool could use Preston rather Euston as their starting point! |
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