krus_aragon
Established Member
They've already done that once (and the original batch stillaren't in service yet)!Sounds like they need to order more 769s as an interim solution
They've already done that once (and the original batch stillaren't in service yet)!Sounds like they need to order more 769s as an interim solution
Sounds like they need to order more 769s as an interim solution, as we all know the electrification won't be ready by 2023 and if the Pacers are fully withdrawn they will be short of units to cover the routes.
Surely more than just a passing loop between Dingle Rd and Penarth will be needed to increase frequency to 6tph? Like I said, original plans were to double the line all the way from the old Penarth dock station, with a new platform at Dingle Rd, all the way up to Penarth. That's now been shelved for just a passing loop between Dingle Rd and Penarth. So whilst I would've agreed with you if the original plans were still going ahead, I'm now more inclined to think the passing loop that's going in is just for improved reliability purposes.Pure speculation on my part, but I wonder whether part of the thinking is to increase frequency on the Penarth line to 6tph, rather than maintain it at 4 as I believe was the original plan. This would mitigate the situation regarding capacity. Why do I think this? Well the plan to double part of the branch would appear unnecessary if only 4 tph are envisaged - at the moment trains are timed for 3.5 mins from Penarth to the junction, so even with an increased turnaround for reliability, there's still no need to double. And with very strict control on plans to ensure the overall project stays within budget, there must be something driving the requirement.
I do wonder whether the good citizens of Lower Penarth, who previously have discouraged a southward extension of the line, may change their view if battery operated (ie quiet) trains are able to run. I would have thought the attraction of a station on their doorstep once (if!) the service is perceived to be much improved might outweigh any negatives. A station just north of Forrest Road would bring many more people within walking distance of the terminus of the line, and presumably further increase the desirability of the area.
How far back were those original plans? The diagrams in the presentation slides (back at franchise award time) indicate it'd still be 4tph for Penarth come 2023; 2tph to Coryton and 2tph to Caerphilly, with the 4tph from Rhymney heading toward Barry.Surely more than just a passing loop between Dingle Rd and Penarth will be needed to increase frequency to 6tph? Like I said, original plans were to double the line all the way from the old Penarth dock station, with a new platform at Dingle Rd, all the way up to Penarth.
There was a map released last year or in 2018 I think showing doubling of the line with a new platform at Dingle RdHow far back were those original plans? The diagrams in the presentation slides (back at franchise award time) indicate it'd still be 4tph for Penarth come 2023; 2tph to Coryton and 2tph to Caerphilly, with the 4tph from Rhymney heading toward Barry.
YourHas there actually been any official confirmation that the proposal is simply to build a passing loop between Dingle Rd and Penarth stations, or is just an interpretation of the map and details published last month.
So, the main changes are:Here's the original map of Keolis Amey's plans before they were changed, along with the plans as of Jan 2020
So at Dingle Road, the "extra platform" icon has been removed, but the "no wheelchair access" icon remains. Perhaps the latter was an oversight.Here's the original map of Keolis Amey's plans before they were changed, along with the plans as of January 2020. You can see from the original plans, KA were going to double the track from the road bridge that goes over the Penarth branch down to Penarth Marina, with an new platform at Dingle Rd. In the new plans, that's gone.
The passing loop at Rhiwbina seems to have disappeared, too.So, the main changes are:
If you're accessing the station via the partially stepped footbridge over the railway from Windsor Rd, there isn't any wheelchair access. If you're accessing the station from Dingle Rd, there is level access for wheelchairs. So I'd say the map is correct as there isn't full wheelchair access to the station.So at Dingle Road, the "extra platform" icon has been removed, but the "no wheelchair access" icon remains. Perhaps the latter was an oversight.
The passing loop at Rhiwbina seems to have disappeared, too.
I've only accessed the station from the Dingle Road/Arcott Street direction, and infrequently at that. (My normal stations were Cogan or Eastbrook when I lived in the area.) I'd completely forgotten about the existence of that footbridge, having never had the occasion to use it. Thanks for the reminder and explanation.If you're accessing the station via the partially stepped footbridge over the railway from Windsor Rd, there isn't any wheelchair access. If you're accessing the station from Dingle Rd, there is level access for wheelchairs. So I'd say the map is correct as there isn't full wheelchair access to the station.
It's the same at Cogan, there's full level access to the down Barry bound platform, but not to the up Cardiff bound platform, hence the no wheelchair access icon at Cogan, even though one platform is fully wheelchair accessible.
Would have thought a short length of OHLE in the appropriate place (perhaps 750v rather than 25kV), or a ground level 3rd/4th rail/plate solution automatically engaged and energised only when the vehicle is in the correct position would be more appropriate. Vivarail have demonstrated the ground level version for their battery train.What exactly will ‘shore supply’ entail?
The driver having to plug a big extension lead into the front of his train?
I thought the link referred to the shore supply being a cost saving measure replacing short lengths of OLE?Would have thought a short length of OHLE in the appropriate place (perhaps 750v rather than 25kV), or a ground level 3rd/4th rail/plate solution automatically engaged and energised only when the vehicle is in the correct position would be more appropriate. Vivarail have demonstrated the ground level version for their battery train.
Plans for development on the Ely Mill site in Cardiff at the site of the proposed Metro station on the City Line recently appeared on the Cardiff Planning Portal. Unfortunately, no provision is made for car parking - and you can be sure that people will drive to this station - should it ever be built. (Presumably, they will park in the new residential streets). Neither has provision been made for buses traversing this site to be able to pull over and have an interchange with the City Line Metro station. All very disappointing and not future proofing. Obviously Cardiff’s planners are just letting the developer extract as much profit from the site and Network Rail/ Transport for Wales have just sat back and let this happen.
Good spot. Your point about the buses is well made. I'm not sure I agree with your point about car parking though.
Given the current levels of congestion on Broad Street and the likely impact of the new development on traffic levels the last thing the area needs is for people to use the station as a Park & Ride destination. With the exception of Sanatorium Rd, most of the surrounding area already has fairly strict parking restrictions so I doubt there'll be on-street parking available - and nor should there be, in my opinion.
A modern replacement footbridge from Cowbridge Rd East to Sanatorium Rd would make the station easily accessible on foot for most local residents. I'm not sure who else you'd expect to use it.
Amey Keolis Infrastructure Limited will be wholly responsible for maintenance, repairs and upgrades of the Valley Lines north of Queen St after the transfer is complete from NRI guess Network Rail must be gutted they haven’t done the transfer yet!
Bit of an eye opener for TfW - presumably they would be on the hook for all the flood damage repairs or is that a TOC risk after takeover?
Amey Keolis Infrastructure Limited will be wholly responsible for maintenance, repairs and upgrades of the Valley Lines north of Queen St after the transfer is complete from NR
The problem could be that many people from say Ely will drive down to a new station at Ely Mill & dump their cars in residential areas - which could be the new development at Ely Mill or in the Victoria Park area. They will then take the trains to wherever on the City Line or switch to main line at Central & hence avoid the congested city centre roads and expensive parking. Look at all the people who drive to Radyr station and use that car park. Whilst desirable that people would use buses and then transfer to/from trains, some will always drive - especially as they won’t want to hang around for a bus - which might not even exist to their place of residence. Being able to drive to a station and park for free is often the deal breaker that entices people to use the rail system.
I think you may be seeing a problem where none exists. I suspect that what drives the large numbers parking at Radyr is the availability of parking and the time factor rather than the cost of city centre parking.
There doesn't seem to be a problem with on-street parking at either Danescourt or Waungron so why there would be one at the new station escapes me. If one does emerge then it can be controlled with on-street parking restrictions. The council has already introduced ticketing to end the practise of commuters using the Cowbridge Rd East car parks and catching buses into town. Why should rail be treated any differently?
As a rule of thumb, surely park & ride facilities should be located at the edges of cities rather than in urban inner-city locations such as Canton.
When I was a kid, Cardiff's population was circa 250,000. In another decade or so it will be close to double that. It simply isn't sustainable for the majority of the city's residents to continue to use private cars as their method of getting to and from work.
Well, KeolisAmey are already contracted to run the franchise...If they're taking all the risk the Welsh Government must be paying them handsomely.