With current capacity constraints on the WCML, could this be partially due to a mix of 100/110mph and 125mph tilting stock? If so what if the LM fast services went over to 125mph tilting stock would this give more capacity for fast services?
Marginally but it wouldnt solve a lot.
With current capacity constraints on the WCML, could this be partially due to a mix of 100/110mph and 125mph tilting stock? If so what if the LM fast services went over to 125mph tilting stock would this give more capacity for fast services?
Obviously the long-term solution is HS2, but that's for another thread. My idea would be for the Watford stopper to remain as is, calling at all stations, with all other services running non-stop to at least Watford. Then fast services to the North can use the fast lines and anything stopping at local stations between Watford-MKC-Rugby can use the slows.
That of course depends on the track layout. I can't remember on the WCML are the fast and slow ip/down next to each other? Or is it like the GWML? Need to refresh my memory on this one. If they are next to each other it's simpler, if not there would potentially need to be flyovers.
.... The layout is F F S S on the southern WCML.
Whereabouts is it like that?
Whereabouts is it like that?
All of it south of Hanslope Junction near Northampton? ...except of course south of Watford where you have the DC lines as well.
I've often wondered if it would ever be justified to alter those arrangements to gain more capacity by switching to Down Fast, Down Slow, Up Slow, Up Fast.
Main works I suspect would be grade separation of Hanslope (Northampton Loop) & Bletchley (EWR) junctions, and of course the
Euston throat. Most of the stations already have the required platforms.
I've often wondered if it would ever be justified to alter those arrangements to gain more capacity by switching to Down Fast, Down Slow, Up Slow, Up Fast.
Main works I suspect would be grade separation of Hanslope (Northampton Loop) & Bletchley (EWR) junctions, and of course the
Euston throat. Most of the stations already have the required platforms.
Hanslope Jn to Camden.
There is no Pendo that stops at both Watford and MK but if there was i the future the timing difference could be 2 minutes or less.
You answered your own question, you would spend silly amounts of money for not a lot.
Which loops? You have only got Kings Langley on the up and nothing on the down.
You are describing a lot of what already happens. The LM services swap from fasts to slows at Ledburn and they have often been suggested for flyovers. The layout is F F S S on the southern WCML.
Kings Langley barely qualifies as a loop!
Fair point.
I only mentioned it as I recall it being mooted (possibly in the local rag) several years back. I vaguely recall it being simply described as 6 tracks north of Watford, though I vaguely recall finding the source as a throwaway line in an old RUS, maybe. Can't recall clearly.
I believe currently 2 110mph 350/1 services take up 3 Pendolino paths. So converting them to 125mph tilting stock could perhaps technically release 2 Pendolino paths per hour (as if I recall there are two such train pairs per hour). But that said, Pendolinos would lose time on station stops because of the door layout, so a 125mph 1/3 2/3 door layout tilting train would be needed - the cost of developing a small run of such a thing would probably be prohibitive.
Neil