Llandudno
Established Member
- Joined
- 25 Dec 2014
- Messages
- 2,205
Is there a provisional timetable available for the Northumberland Line?
No, to the best of my knowledge they’ve only ever publicised end to end timings. I don’t think there’s been any mention here yet of a track access application.Is there a provisional timetable available for the Northumberland Line?
A task for Nexus, surely. Incidentally on the journey I referred to I was heading for Chathill, so important not to miss the train!It may not hurt but it isn't free. And there's an art to signing something effectively in an urban area that requires time to locate the signs in the optimum positions. Time and experience aren't cheap, so the question becomes who pays? The railway says 'its' outside our boundary' and the council says 'it's being done for the railway, not for us' and so you have the mess British planning always ends up in.
Nexus don't operate in Northumberland yet* they are the Tyne and Wear transport authority.A task for Nexus, surely. Incidentally on the journey I referred to I was heading for Chathill, so important not to miss the train!
I meant that signing at Manors would be a task for Nexus.Nexus don't operate in Northumberland yet* they are the Tyne and Wear transport authority.
*Might change with the new combined authority that may cover the area taking transport powers however it may not be called Nexus
My apologies I thought it was in reference to timetabling.I meant that signing at Manors would be a task for Nexus.
Doubt there would be much using a Heaton station. From the South there is Byker and Chillingham road metros and there are frequent (thats if they run) buses. So I doubt that and the quad track situation is also playing here aswell.It wouldn't make any commercial sense to stop at Manors and reopening a station at Heaton would be prohibitively expensive.
Maybe if a future resignalling encompassed restoring the main line to 4 tracks but otherwise its a no no.
Speaking at Tuesday's meeting of the Cramlington, Bedlington and Seaton Valley Local Area Council, Mr Blackburn said he was confident the deadline would be met.
He said: "We're targeting August next year for the first passengers to be carried. That relies on a number of things coming together.
"The stations will be the final pieces of the jigsaw and we're working to August right now. Once we get going it's pretty hard to stop. We're on with it."
Mr Blackburn also revealed he hoped trains could go even further than Newcastle, and suggested journeys could go beyond the city.
He added: "We think trains are going to go into platform one or two at Newcastle - that would be a terminus platform, but space at Newcastle is always an issue and will continue to be.
"We could go on to the Metrocentre or another destination. We walk before we run, but I think there's real potential for Northern to expand it beyond."
The quote may well be accurate - it sounds like an unprepared answer, so you can imagine him meaning 'we could go into 1, which would be a terminus platform, but we might need to go into 2 if there isn't space.'The Chronicle also mentions that he said that even though they are looking to terminate at Newcastle, other destinations are still on the table.
I realise 2 isn't a terminating platform but that could easily be a misquote by the by the chronicle, the standards are not particularly high.
It depends on whether or not they stop at Manors and what length unit they use, but if they're not stopping Manors they could also run into 5 or 7 (or 6 or 8).Yeah 2 does sound like a possible alternative depending on turnaround time. Platform 2 prior to 2019 was used for Metrocentre to Morpeth services often after using the High Level Bridge and reversing.
I think the platforms are all being designed to take 3 cars but in reality it will probably be a 2 car 158/156 to begin with as that's what Northern has at Heaton.It depends on whether or not they stop at Manors and what length unit they use, but if they're not stopping Manors they could also run into 5 or 7 (or 6 or 8).
It depends on whether or not they stop at Manors and what length unit they use, but if they're not stopping Manors they could also run into 5 or 7 (or 6 or 8).
I think the platforms are all being designed to take 3 cars but in reality it will probably be a 2 car 158/156 to begin with as that's what Northern has at Heaton.
I just checked a few of the planning drawings and yes, 100m is the standard length between platform ends.Pretty sure they are building 100 metre platforms on the new stations leaving the only platforms unable to take 4 cars (96 metres) would be at Manors and the previously mentioned issues with P5 and P8 at Newcastle
Construction costs for a road bridge on a passenger rail line due to reopen in 2024 have trebled to £30.6m, figures have revealed.
The 18-mile Northumberland Line between Newcastle and Ashington is set to be revived six decades after it was shut.
The cost for the bridge at Newsham was estimated at just over £11m in 2021 but inflation has been blamed for the rise.
There's been inflation since 2021, but nowhere near that level of increase.Ouch! This type of unexpected cost increase, whilst construction is already under way on the reopening, is exactly the sort of thing that undermines confidence in rail projects.
Northumberland Line: Road bridge costs spiral to £30m
An urgent report has been commissioned to agree new funding so the route can open in 2024.www.bbc.co.uk
Construction costs for a road bridge on a passenger rail line due to reopen in 2024 have trebled to £30.6m, figures have revealed.
The 18-mile Northumberland Line between Newcastle and Ashington is set to be revived six decades after it was shut.
The cost for the bridge at Newsham was estimated at just over £11m in 2021 but inflation has been blamed for the rise.
Construction inflation has outstripped general inflation, tbf. But I think there's a little more to it:There's been inflation since 2021, but nowhere near that level of increase.
Sounds like they were expecting the DfT to fund the bridge from elsewhere and now they've got to find it for themselves. I bet the Tories don't mention that when trumpeting that they've reopened the line!The council's decision comes after the Department for Transport declined to provide funding to close the existing crossing and divert the A1061 across a new bridge over the railway.
Costs of materials, fuel, transport and labour have all increased quite dramatically over the last few years. CoVid, Brexit and the war in Ukraine have all contributed.There's been inflation since 2021, but nowhere near that level of increase.
It‘s a busy level crossing on a through traffic route, so I suspect the bridge requirement was a part of the level crossing risk assessment, the existing crossing would have been just at the north of the platform ends. So in other words it isn’t some sort of unrelated “gold plating”.Construction inflation has outstripped general inflation, tbf. But I think there's a little more to it:
Sounds like they were expecting the DfT to fund the bridge from elsewhere and now they've got to find it for themselves. I bet the Tories don't mention that when trumpeting that they've reopened the line!
I wasn't suggesting it was over-engineering, just that the reason the cost to the project has trebled is that they were expecting the bridge to be funded under a different scheme maybe and now the DfT have pulled a fast one and Northumberland Council can do little else but dig up the cash.It‘s a busy level crossing on a through traffic route, so I suspect the bridge requirement was a part of the level crossing risk assessment, the existing crossing would have been just at the north of the platform ends. So in other words it isn’t some sort of unrelated “gold plating”.
To be fair the layout of the local road networks is quite different between those two examples - at Bedlington the main road off the dual carriageway actually goes under the line near the river, with Station road catering for largely local traffic. Also it's very close to the station so the lower speed for trains will make a difference to the safety audit. The A1061 at Blyth is the shortest route to the Dual Carriageway from the docks, and the nearest alternative route via a bridge would be straight through the town centre of Blyth. There's also space to put in a bridge at the A1061 which there isn't in the middle of Bedlington.But on the other hand theres a similarly placed level crossing at the south end of Bedlington station, and that’s staying.
Boris is that you?Costs of materials, fuel, transport and labour have all increased quite dramatically over the last few years. CoVid, Brexit and the war in Ukraine have all contributed.
Don't be silly - Boris wouldn't be blaming Brexit!Boris is that you?
But not to that extentCosts of materials, fuel, transport and labour have all increased quite dramatically over the last few years. CoVid, Brexit and the war in Ukraine have all contributed.
More likely due to the shortage of concrete due to HS2.
Ouch! This type of unexpected cost increase, whilst construction is already under way on the reopening, is exactly the sort of thing that undermines confidence in rail projects.
Northumberland Line: Road bridge costs spiral to £30m
An urgent report has been commissioned to agree new funding so the route can open in 2024.www.bbc.co.uk
Engineers working around the clock as Northumberland Line hits major milestone
Cutting-edge technology is being used to create the last and largest underpass on the Northumberland Line.www.northumberlandgazette.co.uk
Major milestone for the Northumberland Line as work takes place on last and largest underpass
Cutting-edge technology is being used to create the last and largest underpass on the Northumberland Line.
The major five-day operation, which will vastly increase safety by replacing the current pedestrian crossing point, has involved closing the line which is currently used for freight for 100 hours while engineers work round the clock.
The cutting will divert the existing Public Right of Way through the underpass structure finishing by joining back into an existing underpass under the Metro lines.
A self-propelled modular transporter (SPMT) is one of the stars of this stage of the work. It’s a giant multi-wheeled trailer used for transporting massive objects, from large bridge sections to spacecraft and any other objects that are too big or heavy for trucks.
The current crossing will be dug out before the SPMT carries the 400-tonne concrete underpass sections into place. The line will then be re-laid on top.
During the operation some 2,500 cubic metres of material will be excavated before the three-part underpass is installed and backfilled with 1,750 cubic metres of earth.
“Day and night work is taking place to bring this fantastic line back into passenger use and these are key parts of the infrastructure to ensure it’s a smooth and safe experience for everyone.”
Tony Lloyd, senior project manager with primary contractor Morgan Sindall Infrastructure, said: “We're delighted to be working alongside Northumberland County Council and other partners to deliver these improvements to the Northumberland Line demonstrating our commitment to connecting people and places through innovative and responsible infrastructure.
“We’re also excited about continuing our work with local schools and the community as part of this project to create a lasting legacy.”
The underpass creation is the latest milestone on work to restore passenger services between Ashington and Newcastle from summer 2024.
The completed line will see brand new stations built at Ashington, Bedlington, Bebside, Blyth Newsham, Seaton Delaval and Northumberland Park, along with miles of track relaid and a host of new infrastructure.
Once complete, passengers will enjoy a journey time between Newcastle and Ashington of just 35 minutes, with services operating regularly seven days a week.