backontrack
Established Member
Does anyone think that there are any lines or stations that shouldn't have been reopened?
Does anyone think that there are any lines or stations that shouldn't have been reopened?
Anyone?
The Vibration Action Group "VAG" have been attacking services on the Alloa line since it opened. DB Shenker and Freightliner are due back on court on the 26th April to appeal a noise and vibration abatement order served by Stirling Council.
https://noisevibrationactiongroup.wordpress.com/
Then there is the minority politcal party in Oxford, that I'm forbidden to mention by name in the forum, that has relentlessly attacked the reopening of a line behind their local leader's multi-million pound home.
Derby- Sinfin branch reopening was a failure..!
Derby football grounds did not last long.
Isnt there a freight line just being reopened intended for coal traffic that's now stopped?
The flyover over the ECML a few miles north of Doncaster?
Does the flyover North of Doncaster count as a "re"opening though ?
I wasn't aware of there having been a line there before.
If anyone wants a laugh, you can google a thread about the same topic and Yorksrob makes the exact same point in that thread.
http://www.railforums.co.uk/showpost.php?p=2004491&postcount=25
Anyway
Found what I was looking for
https://www.gov.uk/government/uploa..._data/file/3932/demand-forecasting-report.pdf
Rail is very efficient and is part of the national infrastructure so I don't think they'll be many.
There is a report somewhere that pulled this information out and reviewed rail reopenings against business cases
Found what I was looking for
https://www.gov.uk/government/uploa..._data/file/3932/demand-forecasting-report.pdf
The original demand forecasts for Alloa were only high level estimates as the station was delivered as part of the enhanced freight network - allowing freight services to operate via Alloa to provide capacity relief for on the Firth of Forth route. Forecasts of passenger demand at Alloa were therefore not a fundamental aspect of the business case for the scheme. It is understood that much of the demand at Alloa is accounted for by mode switch from bus - it is not clear whether the high level estimates considered the potential for mode switch (or understood the size of the bus market)
The exclusion (as requested by the Strategic Rail Authority) of rail demand arising from regeneration of the area and also the assumption that the local steelworks would remain open and
I The fact that the rail service operates to Cardiff, rather than Newport (as assumed in the modelling)
I can't think of a single re-opened station or line that failed to live up to their re-opening case.
My question isn't strictly speaking relevant to the thread title but I've wanted to know this for a long time: Why was the Hope Valley line between Manchester and Sheffield kept open instead of the electrified and presumably faster Woodhead route?
My question isn't strictly speaking relevant to the thread title but I've wanted to know this for a long time: Why was the Hope Valley line between Manchester and Sheffield kept open instead of the electrified and presumably faster Woodhead route?
My question isn't strictly speaking relevant to the thread title but I've wanted to know this for a long time: Why was the Hope Valley line between Manchester and Sheffield kept open instead of the electrified and presumably faster Woodhead route?
The Hope Valley line also allowed the line through Bakewell to be closed.
So the economy of both Manchester and Sheffield (millions of residents) suffered for the benefit of a few (thousand) recreational walkers, as well as
costing BR millions in constantly having to spend money on Totley Tunnel.
Further details are available from a book: 'Railroaded!: The Battle for Woodhead Pass' by Simon Bain.
Rail is very efficient if you are moving hundreds of people at a time.
It's not the answer to every problem, and certainly not in areas of low population density. Rail should focus on what it does best.
An excellently made posting such as this would look well on the thread that discusses the "aspirational" reopening of the Carmarthen to Aberystwyth line.
Rail is very efficient if you are moving hundreds of people at a time.
It's not the answer to every problem, and certainly not in areas of low population density.
Rail should focus on what it does best.
Exactly, very well put - I agree entirely.
In overall transport terms, it's a bit silly proposing rural re-openings (which cost a relative fortune, and normally need large operating subsidies) when existing cheaper-to-operate rural bus services are being decimated all over the country and the maintenance state of the rural/secondary road network is steadily deteriorating.