Fantasy: Given no limits, how would you modernise your line?

[VioletEclipse]

They should’ve single tracked some of the double track branch lines instead of closing them outright.

Agreed.

 

[Killingworth]

They should’ve single tracked some of the double track branch lines instead of closing them outright.

They shouldn't have singled many stretches of track either!

 

[najaB]

As someone who lives in a flat built on what was a railway line torn up after the Beeching axe, I don't take kindly to this

Are you in a ground floor flat? If not then no problem.

 

[Indigo Soup]

Are you in a ground floor flat? If not then no problem.

First floor is a problem too - unless the ceilings are really high!

 

[najaB]

First floor is a problem too - unless the ceilings are really high!

Well, I presumed some track lowering...

 

[ijmad]

Well, I presumed some track lowering...

Hmmm, as much of a railfan as I am, even I might get a little NIMBY at a line run below my living room!

 

[DynamicSpirit]

Hmmm, as much of a railfan as I am, even I might get a little NIMBY at a line run below my living room!

Just put a window in your living room floor. Then you'll have the railfan's dream house!

 

[Aictos]

Wire up the Birmingham Snow Hill lines then you could have had the entire 323 fleet operate a Birmingham Metro service

 

[PeterC]

Just put a window in your living room floor. Then you'll have the railfan's dream house!

Only if they paint the unit number on a carriage roof

 

[PeterC]

No limits?
Grade separated junctions around the Circle Line.

 

[Ken H]

No limits?
Grade separated junctions around the Circle Line.

Wasnt there a plan for Earls Court triangle at one point? Trouble is the triangle is under the exhibition centre.

 

[snookertam]

Cathcart Circle, Neilston & Newton lines in Glasgow

Would introduce a 10 minute frequency on Eastern half of the circle, 20 minute frequency on Western half, Neilston and Newton lines.

Newton via Queens Park, Newton via Maxwell Park and Cathcart circle services would all be every 40 minutes, Neilston services every 20 minutes.

 

[Ken H]

I am afraid I would get rid of the semaphore signalling. Its very nice to see but the manning of the manual boxes must cost a lot, and restrict the times early and late trains run.

 

[Killingworth]

Electrified railways have been around since 1883. Be it by 3 or 4 rail or overhead there is an immense amount of infrastructure to maintain. Contact between train and rail or wire is essential with any part of it vulnerable.

After over 130 years I see a need to transmit electric power to trains without using wires or 3rd rails. Batteries maybe, but within 50 years we must be able to eliminate the disruption to services whenever the catenary or a pantograph suffers damage.

 

[K.o.R]

I am afraid I would get rid of the semaphore signalling. Its very nice to see but the manning of the manual boxes must cost a lot, and restrict the times early and late trains run.

Build semaphore "attachments" for a single-lens colour-light signal. Classic style with modern gubbins running it.

 

[BantamMenace]

Nuneaton to Coventry

Electrification, extending to Leamington and down to Oxford.

Coventry to Leicester chord at Nuneaton installed with platforms and walkway from the main station.

2tph Leicester to Leamington all stops, one extending to Oxford, the other extending to Stratford upon Avon in place of the current shuttle.

 

[D9009Spotter]

I'm from Daventry... And seeing as my nearest stations are Rugby, Northampton and Banbury... I'm gonna go with the latter given the investment in the WCML in recent years.

The Aylesbury line would see 25kv electrification to improve the frequency and efficiency of the trains using the line. This would become the home for the 350/2s. Providing a boost in capacity and a drop in emissions.

With regards to the line as a whole. I'd remodel High Wycombe, Wembley, Beaconsfield to accommodate centre lines for passing traffic. I'd relegate Bicester North to a suburban station and create a parkway station about a mile south of the junction for Oxford and that would be a 5 platform station with the middle platform being bidirectional for reversing trains.

Banbury would see a remodel to a similar station structure as Reading, but the layout of Newport (South Wales) while having increased speed limits to speed up the timetables.

Oxford would finally become a station worthy of the town it serves with an impressive modernist, sleek, well designed overall trainshed covering up a 7 platform, 2 centre line complex. 4 platforms serving the Hereford and Oxford to London Paddington services and the remaining 3 serving the Marylebone sets.

Leamington would get a revised layout. Includinga new bay platform exclusively for the Coventry trains. The remaining platforms would simply be modified.

Birmingham Snow Hill would be redone to take it away from its current shape of dark and dreary interiors and give it a mini new street feel.

Wolverhampton low level would be reopened as a 4 platform station to take the reintroduced London to Birkenhead services (see below).

Birkenhead (Woodside) would be reopened and will be served by a new InterCity service originating from Marylebone as well as the various TPE and Northern trains.

There would also be a link across from Wolverhampton to Sheffield Vic. Linking up the former Woodhead Route. With Sheffield Vic modernised, with the Woodhead having many of the sidings removed as the coal traffic and the locomotive needs have diminished.

The new Mainline services would see DMU sets serving Kidderminster (1tph), Stratford-U-Avon (1 tph), Moor Street (1 terminating per hour), with Wolverhampton getting the same as Moor Street. Birkenhead and Manchester Piccadilly would get alternating hourly trains.

 

[Bwlch y Groes]

Current daily commute is Porth-Cardiff. The service we'll get after electrification will be pretty good but it can be improved:

- Treherbert-Porth should never have been singled. I'd redouble it in its entirety, along with the rest of the valleys network that was previously double track or more

- I'd also extend the line north to Blaenrhondda. Reopening the Rhondda Tunnel might be pushing it a bit, though - better to serve Cymmer by extending the Maesteg Line through Caerau and Cymmer Tunnel, I think

- I'd tear up the Rhondda Fach Relief Road and rebuild the Maerdy branch so I get a service to my village, because why not?

- I'd open a station in Hopkinstown. This could potentially serve as an interchange if the old Trehafod-Abercynon curve was reinstated for cross-valleys services

- Pontypridd would be remodelled with the full length of P1 reinstated, along with the north-facing bay and the top half of the P2 side of the island, while P3 would be massively extended to include the old goods platform

- I think the planned relocation of Treforest Estate is a great idea, but would also add the proposed extra station at Upper Boat/Tonteg

- I'd re-quadruple Pontypridd-Radyr. This would allow for fast services to mix with the stoppers, which would then be diverted to run fast via the City Line and its new flyover at Canton - some of these could go on towards Bristol or London (open access operators and IETs maybe? I can dream)

- The stations between Radyr and Cardiff Queen Street would be served by a separate high-frequency stopping service. This would include the planned station at Gabalfa and an additional station at Maindy

- Queen Street North Junction would be sorted out with the bridge over Newport Road re-widened to take four tracks. Would then allow Queen Street to be tidied up a bit

- Also, if money was no object on the train front too, I'd electrify throughout, sack off the tram-trains and bring in all the freed-up 319s, 321s, 322s and 323s until we get in some kind of ridiculously fast Hitachi EMU

 

[K.o.R]

Current daily commute is Porth-Cardiff. The service we'll get after electrification will be pretty good but it can be improved:

- Treherbert-Porth should never have been singled. I'd redouble it in its entirety, along with the rest of the valleys network that was previously double track or more

- I'd also extend the line north to Blaenrhondda. Reopening the Rhondda Tunnel might be pushing it a bit, though - better to serve Cymmer by extending the Maesteg Line through Caerau and Cymmer Tunnel, I think

- I'd tear up the Rhondda Fach Relief Road and rebuild the Maerdy branch so I get a service to my village, because why not?

- I'd open a station in Hopkinstown. This could potentially serve as an interchange if the old Trehafod-Abercynon curve was reinstated for cross-valleys services

- Pontypridd would be remodelled with the full length of P1 reinstated, along with the north-facing bay and the top half of the P2 side of the island, while P3 would be massively extended to include the old goods platform

- I think the planned relocation of Treforest Estate is a great idea, but would also add the proposed extra station at Upper Boat/Tonteg

- I'd re-quadruple Pontypridd-Radyr. This would allow for fast services to mix with the stoppers, which would then be diverted to run fast via the City Line and its new flyover at Canton - some of these could go on towards Bristol or London (open access operators and IETs maybe? I can dream)

- The stations between Radyr and Cardiff Queen Street would be served by a separate high-frequency stopping service. This would include the planned station at Gabalfa and an additional station at Maindy

- Queen Street North Junction would be sorted out with the bridge over Newport Road re-widened to take four tracks. Would then allow Queen Street to be tidied up a bit

- Also, if money was no object on the train front too, I'd electrify throughout, sack off the tram-trains and bring in all the freed-up 319s, 321s, 322s and 323s until we get in some kind of ridiculously fast Hitachi EMU

Ooh, can we have the valley viaducts reinstated too?

They are reopening the Rhondda Tunnel, but as a pedestrian/cycle tunnel.

 

[Entertexthere]

My local line is the calder valley line so obviously none of this will ever happen:
-electrify the line from manchester vic to leeds
-reopen platform 3 at todmorden to operate todmorden to blackburn/preston services
-electrify the line from todmorden to preston
-use Manchester exchange to relieve pressure on Victoria station (include some bay platforms for an electric commuter service from piccadilly to Victoria and Oxford Road with class 319s)
- introduce a 2tph London- Manchester LNWR service with 2x 350s
-operate a express manchester- leeds electric services with 5 car class 390 (maybe extend this service if necessary)
-completely remove rochdale from existance (just a personal touch)
-use the calder valley line as a link between the ECML and the WCML
-(if needed) add another track from manchester to (the site of) rochdale and leeds to halifax
-certificate the line for 125mph running
-phase out all pacers, sprinters, and replace diesel services with voyagers and meridans
-Build a new platform at halifax

 

[Whistler40145]

Living in Blackpool, I would extend the platforms at Poulton-le-Fylde and Kirkham & Wesham stations so Pendolino’s can call.

I would also electrify the Blackpool South line, but the service would run to either Manchester Victoria or Manchester Airport. The Colne service would either run from Preston or Blackburn.

 

[Meerkat]

use Manchester interchange to relieve pressure on Victoria station

Haven’t they built on that site recently? Obviously i accept that the rules let you demolish what you like!

 

[Whistler40145]

Haven’t they built on that site recently? Obviously i accept that the rules let you demolish what you like!

Where’s Manchester Interchange?

There used to be Manchester Exchange which was nearer to Salford.

 

[Entertexthere]

Where’s Manchester Interchange?

There used to be Manchester Exchange which was nearer to Salford.

I was intending manchester exchange however autocorrect strikes again! It has since been changed

 

[Whistler40145]

I was intending manchester exchange however autocorrect strikes again! It has since been changed

The joys of predictive text.

 

[Bwlch y Groes]

Ooh, can we have the valley viaducts reinstated too?

They are reopening the Rhondda Tunnel, but as a pedestrian/cycle tunnel.

Yes, and I think it would be a better use of it at this stage, although it should never have been closed

As far as Crumlin Viaduct's concerned, a cross-valley line would indeed be part of the grand plan. A major loss

 

[Aictos]

My local line is the calder valley line so obviously none of this will ever happen:
-electrify the line from manchester vic to leeds

Are you looking at via Huddersfield only or also via Hebden Bridge?

-reopen platform 3 at todmorden to operate todmorden to blackburn/preston services

Can't argue for or against as not sure on usage.

-electrify the line from todmorden to preston

Again, this would be helpful but even better to do it in sync with Manchester Victoria to Leeds via Huddersfield and Hebden Bridge which would then lead to infill electrification of Blackpool South to Poulton-le-Fylde and Hebden Bridge/Colne to Rose Grove which would mean:

Leeds to Bradford Interchange
Leeds to Blackpool North
Leeds to Manchester Victoria via Huddersfield
Leeds to Manchester Victoria via Hebden Bridge
Colne to Blackpool South
Manchester Victoria to Blackburn

All of which would be able to use EMUs and reduce emissions by not using DMUs.

- introduce a 2tph London- Manchester LNWR service with 2x 350s
-operate a express manchester- leeds electric services with 5 car class 390 (maybe extend this service if necessary)

I disagree with the London service, I would instead operate a Birmingham to Manchester service using Class 350s and instead have the IC services stop at less stations then they currently do or apply Pick Up/Drop Down only at set stations with local travel using the Class 350s.

 

[LUYMun]

I don't know if anyone said this already, but my local line is the Ascot-Guildford/Alton line. If I were to improve it, I'd add more frequent services to the line (no matter if it's direct to Waterloo or not) because this route important, connecting the South Western Main Line and the Waterloo-Reading Line together, as well as for people using Frimley, Camberley (my local station) and Bagshot stations into London either way. However, whenever I need to connect to a London-bound train at either Ash Vale or Ascot, it takes up to 20 minutes of waiting for that service to arrive, so increasing the speed limit should be considered, or schedule trains that levels waiting times for connecting trains.

 

[The Ham]

I don't know if anyone said this already, but my local line is the Ascot-Guildford/Alton line. If I were to improve it, I'd add more frequent services to the line (no matter if it's direct to Waterloo or not) because this route important, connecting the South Western Main Line and the Waterloo-Reading Line together, as well as for people using Frimley, Camberley (my local station) and Bagshot stations into London either way. However, whenever I need to connect to a London-bound train at either Ash Vale or Ascot, it takes up to 20 minutes of waiting for that service to arrive, so increasing the speed limit should be considered, or schedule trains that levels waiting times for connecting trains.

I've suggested before that a new grade separated junction at Frimley/Farnborough facing westwards to provide a new Basingstoke - Ascot service could bring about a lot of improvements.

Firstly it would be possible to change trains at Farnborough Main to get to Waterloo, the change time would be limited due to the number of services and would be at a station with lifts between the platforms.

It would provide connections between two lines opening up new journey opportunities. Both direct ones like Fleet to Camberley but also semi direct ones (i.e. with one change) like Farnborough to Virgina Water which are currently hard to undertake.

It could provide new stations on both lines without impacting on existing services. For example at Watchmore Park and Southwood, were at both there's a mix of residential and large employment areas.

It would increase frequencies on lines which would otherwise be limited in the ability to increase capacity (i.e. Waterloo or the single line South of Frimley).

Given the number of passengers which already use some stations it wouldn't require much of an uplift in numbers to increase passenger numbers significantly. Especially given that there's discussions about Basingstoke increasing in size by 850 homes a year over the next 50 years. This would almost double it in size to about 200,000 people.

Add in some other large developments along the route and the project cost of (at a guess) circa £100 million and or should be a fairly easy win to be subsidised by developments making the business case a fairly easy sell to government.

Given there's a LOT of local traffic along the Basingstoke-Farnbough corridor, having local trains could help with the loading of London bound trains over that stretch (which are often full and standing in the morning peak at Fleet).

 

[Ken H]

It amazes me that Northern dont run a weekday service on Settle Carlisle line on summer Sundays. The Dales are heaving with visitors on Sundays but the S&C has a minimal service. I am sure railforumers can think of other lines with sunday potential.