HS2 - new Gibb proposal - new new rolling stock

[Zomboid]

Will the big red emergency stop button be clever enough to stop a train at exactly the right place for an emergency door to align with an emergency passage?

 

[Nottingham59]

Will the big red emergency stop button be clever enough to stop a train at exactly the right place for an emergency door to align with an emergency passage?

The trains have an "ATO Stop" function which is supposed to bring the train to a halt at the next feasible safe location for evacuation.

How that would work in practice in an emergency situation is not clear. There is a published Tunnel Evacuation Strategy document, but I've never been able to find it.

 

[eldomtom2]

I believe the plan is that the 200m unit would have its stop controlled to place its evacuation door in the correction position.

So this is only an issue with coupled units, and single units can be whatever length you want (at least when it comes to tunnel evacuation)?

 

[Bletchleyite]

No there wouldn't. If there's only one unit, there is only one door to line up, instead of 2 across a 2x200m set

Presumably though with the exits more than 200m apart it would be possible for the train to stop not adjacent to one. A normal passcom application might result in automatic stopping near one, but that depends on what the emergency is. If a train derailed, for instance, there is no control over where it stops.

 

[Bald Rick]

Where is the extra capacity into Manchester coming from for the ‘fast’ Birmingham - Manchesters?

 

[Brubulus]

Where is the extra capacity into Manchester coming from for the ‘fast’ Birmingham - Manchesters?

I would guess from one of the XC paths, so there would be 1tph from Curzon St and 1tph from New Street to Manchester, which isn't ideal but the best that can currently be done. Remember a 200m HS2 unit still has more capacity than 2x5 car voyager.

 

[HSTEd]

Where is the extra capacity into Manchester coming from for the ‘fast’ Birmingham - Manchesters?

Well..... in extremis you could extend the Manchester-Stoke stopper to Curzon Street and it would be competitive in journey time terms to the classic route via Wolverhampton.

I don't think the north end of the Stone-Colwich line is a limiting junction..... anyway.

 

[FGWHST43009]

I would guess from one of the XC paths, so there would be 1tph from Curzon St and 1tph from New Street to Manchester, which isn't ideal but the best that can currently be done. Remember a 200m HS2 unit still has more capacity than 2x5 car voyager.

Which service from New Street will be retained, Bristol or Bournemouth? I would electrify Bromsgrove to Bristol Temple Meads and cascade 807s to XC and run that service with those. Alternatively the New Street-Scotland service could be combined with Bristol-Birmingham and the Manchester train running through to Bournemouth.

For the original post, I would order 250m long HS2 trains as mentioned by others. Tilt is useful for northern WCML sections but increasing non-tilt speeds removes this need, making 250m HS2 trains a viable option. Seems more straightforward to order extra intermediate coaches for trains already ordered than ordering bespoke 300km/h tilting trains.

 

[Bald Rick]

I would guess from one of the XC paths, so there would be 1tph from Curzon St and 1tph from New Street to Manchester, which isn't ideal but the best that can currently be done. Remember a 200m HS2 unit still has more capacity than 2x5 car voyager.

How are the people of Stoke, Macclesfield and Stafford feel about that?

 

[Brubulus]

How are the people of Stoke, Macclesfield and Stafford feel about that?

Stoke, and Macclesfield would see no change in service. Stafford would lose 1tph however, but without phase 2, tradeoffs have to be made.

Also why order 250M stock when you can order 325M stock? 325M will fit at Piccadilly which is what matters. The reduction in capacity compared to 2x200M would also be pretty small, less than 20%.

 

[A S Leib]

2 tph London - Carlisle (split) - Edinburgh/Glasgow*
2 tph London - Crewe (split) - Liverpool (2tph)/Blackpool(1tph)/Carlisle(1tph)*

I don't think Blackpool particularly needs an hourly London service, but I can't imagine removing London services altogether would go down well* and I don't think limited HS2 services have ever been proposed. Either a station was to get at least a HS2 service every two hours, or it wouldn't have (Oxenholme, Penrith, Lockerbie and Motherwell, which would only have got alternating Curzon Street services, at 1tp2h; Warrington, Stafford, Stoke, Macclesfield, Chesterfield and Durham as stations with only 1tph on HS2).

*The Preston to London Euston flow, which I'd assume includes a lot of passengers starting in Blackpool and split ticketing, is roughly equal to Manchester Piccadilly and Wigan North Western combined.

 

[Nottingham59]

How are the people of Stoke, Macclesfield and Stafford feel about that?

Macc and Stoke will be pleased. Faster trains to London and faster trains to Birmingham.

 

[Austriantrain]

Tilt would be around 3:10 ish. There must be a HS2 time quoted somewhere. I'd expect 10-15 slower.

Thank you. While I certainly don‘t think - as others have opined - that tilt trains are a fad, it is probably not worth it here, where only a very small number of sets would really be needed (assuming an hourly 3h35 London - Glasgow train, it would probably be 9 or 10 diagrams plus spares). 3h45 or 3h50 should be competitive enough with the air competition.

 

[Bald Rick]

Stoke, and Macclesfield would see no change in service. Stafford would lose 1tph however, but without phase 2, tradeoffs have to be made.

Macc and Stoke will be pleased. Faster trains to London and faster trains to Birmingham.

Sorry, I had a ‘moment’.

It’s Wolves and Stafford that lose out.

 

[Bletchleyite]

It’s Wolves and Stafford that lose out.

Cov also drops from 3 to 2tph, though that's probably not that significant when you consider that one of those is the semifast.