Agenda Document for West London Economic Prosperity Board, 21/03
Total Page：16
File Type：pdf, Size：1020Kb
Load more
Recommended publications
-
Rf LTW Chiltern Response
campaigning by the Railway Development Society Limited Development of Train Services for Chiltern Routes Response from Railfuture 1. Introduction Railfuture is pleased to respond to the London TravelWatch document regarding the Development of Train Services for Chiltern Routes. Our comments will be brief and to the point. Railfuture is the campaigning name of the Railway Development Society Limited, a (not for profit) Limited Company organised in England as twelve regional branches plus two national branches in Scotland and Wales. This coordinated response has been compiled by Railfuture London & South East, and has been agreed with Railfuture Thames Valley for those sections of line in their area (Amersham to Aylesbury and West Ruislip to Bicester North). 2. General Comments Railfuture welcomes the initiative from LTW to suggest ways of raising standards of service on Chiltern Railways services in London and South East. We note the work that has gone into gathering the detail on network capacity and existing services. Chiltern is unique for a number of reasons: its close working relationship and shared infrastructure with London Underground (LU) on the Aylesbury Line; the close proximity of other LU and London Bus services to many Chiltern ‘metro’ stations on the High Wycombe line; the close mix of short and medium distance commuter traffic and the poor interchange facilities at Marylebone. It is equally unique for the impressive increase in patronage generated by reliable modern rolling stock and infrastructure; the benefits of a long-term franchise agreement and an imaginative customer oriented professional management team. It is also inhibited by many of the factors that make it unique! These range from the poor interchange facilities at Marylebone, to a lack of infrastructure between Wembley and West Ruislip. -
The Financial Impact of the Great Central Railway's London Extension
The financial impact of the Great Central Railway’s London extension By Tony Sheward © Tony Sheward 2020 1 THE FINANCIAL IMPACT OF THE GREAT CENTRAL RAILWAY’S LONDON EXTENSION 1. Introduction The general opinion of authorities, who have written about the Great Central Railway’s (GCR) London Extension, seems to be that the project was not a financial success and acted as a drag on the company’s performance in the years following its opening. This article attempts to examine the financial results of the GCR in the years immediately leading up to the decision to commit to the project, the construction period, and operations from its opening up to 1913. It seeks to discover whether there were other factors, which influenced its financial performance either positively or negatively. For convenience, the title Great Central Railway is used throughout even though this name was not adopted by the Manchester, Sheffield & Lincolnshire Railway until 1897. A glossary of the abbreviations for the various lines is included at the end. The detailed financial figures are presented in four time periods as follows: a. The Immediate Years Prior to Work on the London Extension 1887-93 b. Construction of the London Extension Phase I 1894-99 c. Construction of the London Extension Phase II 1900-06 d. The Years after Completion of the London Extension Work 1907-13 The article takes as its main source the annual reports of GCR1 and the Railway Returns2. The historical background for the article is mainly taken from published sources, in particular the three-part history of the GCR by George Dow3 and the short history of the GCR by Robert Hartley.4 Although up to 1912, the annual reports were prepared in two half yearly tranches, the information in this article is presented by calendar year for ease of understanding and comparison. -
Electrification October 2009 Foreword
Network RUS Electrification October 2009 2 Foreword I am pleased to present this Electrification Electrification has a potentially significant role Strategy, which forms part of the Network Route to play in reducing carbon emissions from rail Utilisation Strategy (RUS). The Network RUS transport as well as improving air quality and looks at issues affecting the whole network reducing noise. Electric trains, on average, rather than in specific geographical areas. emit 20 to 30 percent less carbon than diesel trains, and their superior performance in Approximately 40 percent of the network in terms of braking and accelerating can help terms of track miles is currently electrified, reduce journey times. In addition, they provide though several main lines, much of the cross- more seats for passengers, making a greater country network, as well as key freight links contribution to increasing the overall capacity of and diversionary routes remain un-electrified. the railway. Passengers and freight operators This document therefore sets out a potential would also both benefit from an improved longer-term strategic approach to further service in other ways, such as through the electrification of the network. creation of more diversionary routes. Electrification presents a huge opportunity for In England and Wales, two options in particular the industry, for those who use the railway and – the Great Western and Midland Main Lines for the country as a whole. Our analysis shows – are shown to have high benefit to cost ratios. the long-term benefits of electrifying key parts These options, along with key strategic infill of the network, in terms of both reducing its schemes, are both presented in the proposed ongoing cost to the country and improving its strategy. -
A Cycling Plan for Brent
A Cycling Plan for Brent A Cycling Plan for Brent May 2013 A Cycling Plan for Brent Brent Cyclists http://brentcyclists.org.uk/ Contact David Arditti [email protected] 020 8204 3999 94 Stag Lane Edgware HA8 5LW Brochure design by Rob Linton [email protected] 2 A Cycling Plan for Brent Contents Headline points 4 Introduction 5 Part 1 – South Brent 7 Part 2 – Central Brent 10 Part 3 – North Brent 17 Part 4 – Schemes covering more than one area Barclays Superhighway 10 20 Barclays Superhighway 11 20 Jubilee Line Quietway 20 Part 5 – General pro-cycling measures needed across the whole borough 26 3 A Cycling Plan for Brent Headline points The Mayor has made available a substantial increase in funding for cycling over the next decade He has indicated in his Mayor’s Vision for Cycling in London how this is to be spent The emphasis is on safe and attractive infrastructure that could be compared with international best practice Brent should bid to be the location of a mini-Holland scheme Brent needs to be prepared to reallocate space on main roads to segregated cycle tracks and continuous unobstructed cycle lanes with no parking, running inside bus stops Brent needs to be prepared to strategically close rat-run minor roads to through motor traffic to create the Quietway network In order to create the Jubilee Line Quietway the Neasden subway will need to be rebuilt to make it suitable for cycling (or some other alternative provided) and both roundabouts at Neasden will require re-engineering New bridges across railway lines are needed to make the Wembley and Neasden area permeable to cyclists and pedestrians Barclays Cycle Superhighways 10 and 11 should be on Harrow Road and the A5 respectively. -
Cumulative Index Issues 1 - 87
Cumulative Index Issues 1 - 87 Indexing is principally by location, i.e. station / goods yard / depot / etc name. Some line names are indexed too (including all Underground lines) – but the items are always listed under loca- tion name as well. (Articles about a single station only are not necessarily included in the ‘line’ entry). For dead-end branches the terminus station name should be looked up. The name used for stations etc is usually the name applicable in the early BR period (if still open), or the name used at the time of closure (if closed). However no precise or pedantic policy has been followed on this! Stations commonly referred to by more than one name are cross-referenced. Where two or more consecutive stations with the same name existed on different but nearby sites on the same line, no distinction is made. Where there are two or more stations on different lines with the same, or confusingly-similar, names, the company name is appended for clarity. DLR stations are listed individually but Croydon Tramlink stops are not (except, some- times, those that are former stations). Minor refurbishments (including LT retilings), temporary closures, lift replacements, etc are not included in the indexing. Italics indicate current news items (in the For The Record pages). The listing of a long run of pages does not necessarily mean that every one of the pages in question will have references to the station etc in question. All photographs taken at stations etc are listed under the station etc name, except where virtually nothing is visible of the station structures. -
West London Orbital Rail Technical Analysis and Conclusions
WEST LONDON ORBITAL RAIL TECHNICAL ANALYSIS AND CONCLUSIONS OCTOBER 2017 WEST LONDON ORBITAL RAIL TECHNICAL ANALYSIS AND CONCLUSIONS West London Alliance Report Project no: 70034419 Date: October 2017 WSP WSP House, 70 Chancery Lane London WC2A 1AF www.wsp.com QUALITY MANAGEMENT ISSUE/REVISION FIRST ISSUE REVISION 1 REVISION 2 FINAL Remarks Draft for comments Final draft Incorporation of client Final comments Date 27 July 2017 1 September 2017 8 September 2017 17 October 2017 Prepared by NL, JM NL, JM, CB, LE CW EOL, NL Checked by CW CW EO’L EOL Authorised by EO’L EO’L EO’L CW Project number 70034419 70034419 70034419 70034419 Report number Draft v1.0 Draft v2.0 Draft v3.0 FINAL File reference 70034419 - Services on Dudding Hill Line\02 WIP\TP Transport planning\03 Document\Technical Report Issued\ ii TABLE OF CONTENTS 1 INTRODUCTION .........................................................................10 1.1 CONTEXT ..................................................................................................... 10 1.2 THIS DOCUMENT ........................................................................................ 11 2 STRATEGIC OPTIONS ..............................................................12 2.1 INTRODUCTION ........................................................................................... 12 2.2 CONSIDERATION OF STRATEGIC OPTIONS ............................................. 12 2.3 FINDINGS OF ASSESSMENT ...................................................................... 12 3 DEMAND ANALYSIS: APPROACH -
Chalfont & Latimer
Rail Accident Report Signal passed at danger and subsequent near miss, Chalfont & Latimer station 21 June 2020 Report 04/2021 July 2021 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC l the Railways and Transport Safety Act 2003 l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2021 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.gov.uk/raib. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Website: www.gov.uk/raib Derby UK DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. Preface Preface The purpose of a Rail Accident Investigation Branch (RAIB) investigation is to improve railway safety by preventing future railway accidents or by mitigating their consequences. It is not the purpose of such an investigation to establish blame or liability. Accordingly, it is inappropriate that RAIB reports should be used to assign fault or blame, or determine liability, since neither the investigation nor the reporting process has been undertaken for that purpose. RAIB’s findings are based on its own evaluation of the evidence that was available at the time of the investigation and are intended to explain what happened, and why, in a fair and unbiased manner. -
3.20 Down Manchester,” L.N.E.R
No. 9 The “3.20 Down Manchester,” L.N.E.R. First published in the Meccano Magazine September 1927 It was something of a shock to the well-established London and North Western and Great Northern Railways when the Midland signified its intention of extending its ramified system southward to its own terminus in London and, as an earnest of the intention, ran a line through Bedford to Hitchin and monopolised a large share of the Great Northern main line into King’s Cross until its own St. Pancras Station was ready in 1868. Still more of a surprise, perhaps, was given to all these three companies when, nearly at the close of last century, in the face of determined opposition, the Manchester, Sheffield and Lincolnshire Railway obtained Parliamentary powers to do exactly the same thing. Prior to the opening of the “London Extension” in 1899, the Manchester, Sheffield and Lincolnshire was an important system crossing the country from Cleethorpes and Grimsby in the east, through Sheffield and Barnsley to Manchester in the west, with a share in the large joint railway known as the Cheshire Lines Committee, and important interests in North Wales, its southernmost tentacle extended to Annesley, near Nottingham. The powers obtained enabled the M.S. and L. Company to prolong this line southward through Nottingham, Leicester and Rugby to a 1 junction with the London Metropolitan Railway, which had advanced northward to a point beyond Aylesbury. As a result of this vastly important development the provincial railway required a new name, and included in the Parliamentary powers was the authority to change its name from Manchester, Sheffield and Lincolnshire to the imposing title of “Great Central” Railway. -
SPAD – Reducing Timetable Related Risk
Safety and Security in Railway Engineering 129 SPAD – reducing timetable related risk H.-H. Kohls & R. Watson RWA Rail, Loughborough, UK Abstract This paper will address an important railway safety issue – Signals Passed at Danger (SPADs) – and set out how timetable simulation can be used to give a reliable assessment of how often drivers will see red signals and hence enable railways to manage changes in risk brought about by changes to the timetable. Changes to timetables are known to be a factor in SPAD risk, as a poorly designed timetable can lead to more trains approaching signals at red than a timetable devised with SPAD risk in mind. Typically, the more times trains approach signals at red, the more the possibility of them being passed at danger. Changing the timetable can introduce new ‘problem’ signals (problem in the sense that they are more likely to be at danger when a train approaches) and driver over-familiarity can lead to more SPAD incidents at these signals. RWA Rail has developed a software tool that uses timetable simulation to produce data to enable a quantified assessment to be made of potential timetable- related SPAD risks. The tool achieves quantified assessments by calculating how often each signal in the modelled area is approached by a train whilst it is showing a red aspect. A unique advantage of using simulation is that it can also estimate the number of red signals seen by drivers under normal operating circumstances, when some trains are running late. The statistics produced highlight changes in red signals that will be seen by drivers and where there are significant instances, these can then be investigated and, where practicable, the timetable (or the infrastructure configuration) can be changed. -
Draft Local Plan
BRENT LOCAL PLAN 2018 5.2 EAST 67 BRENT LOCAL PLAN 2018 EAST 5.2.1 This place includes the wards of Dollis Hill, Dudden Hill, Fryent and Welsh BURNT OAK Harp. To the east it is bounded by the A5 Edgware Road which follows the route of the old Roman Road Watling Street into Central London. To BARNET the north it is bounded by Kingsbury Road, to the west by Slough Lane/ Salmon Street/ Blackbird Hill and River Brent, to the south by Chiltern/ COLINDALE Metropolitan/ and Dudding Hill rail lines. KINGSBURY KENTON HARROW PRESTON ROAD FIGURE 11 MAP OF EAST PLACE WEMBLEY PARK NEASDEN CRICKLEWOOD SUDBURY WEMBLEY CHURCH END EALING ROAD WILLESDEN GREEN CAMDEN KILBURN HARLESDEN EALING QUEEN’S PARK KENSAL RISE WESTMINSTER © Crown copyright and database rights KENSINGTON & 2018 Ordnance Survey 100025260 HAMMERSMITH CHELSEA & 68 FULHAM BRENT LOCAL PLAN 2018 CHARACTER AND CULTURE A4140 Salmon Street, A4088 Blackbird Hill/Neasden Lane, A406 North Circular, A400 6 Kingsbury Road 5.2.2 The East of the borough comprises largely residential and B454 Church Lane. The limited access to public neighbourhoods with limited focal points, the town centre transport over much of the area promotes a higher being Neasden to the south, whilst for other parts it is local reliance on the private car for movement. Part of the centres/parades along main movement corridors. It has one London Cycle Network runs through Neasden to the significant industrial area at the London scale at Staples A5 Edgware Road through quiet roads south of the Corner and at the Brent scale along Kingsbury Road. -
Chiltern Railways Passenger Board Annual Report 2011
CHILTERN RAILWAYS PASSENGER BOARD ANNUAL REPORT 2011-2012 Ian Rivett – Chairman Reg Whittome – Vice Chairman Chairman’s Introduction: This is the tenth Annual Report of the Chiltern Railways Passenger Board and summarises the key issues affecting Chiltern Railways in the past year and the valuable contributions made by the Board in discussions at each of the meetings and in correspondence. The Board plays an important role in providing the opportunity for Chiltern Railways senior management to present their plans and to be held accountable for any performance issues. The Board also acts as an information source, to enable Chiltern Railways senior managers to understand the issues and concerns that directly affect the passengers who use the services. The past year has been very challenging for the managers and staff of Chiltern Railways for many reasons. Most notably with the Evergreen III engineering work in August 2011 and the introduction of the ‘Mainline’ service in September 2011. It has been a period where the involvement of the Passenger Board has seen increased opportunity in providing feedback and focus on the various issues. The Passenger Board meetings have also been restructured, following detailed discussions with Chiltern Railways managers, so that fuller consultation on key operational issues can be shared with the Passenger Board at much earlier stages, so that points raised during the consultation process can be included prior to the finalisation of proposals for change. This has been of great benefit to both the Passenger Board members and Chiltern Railways managers, who have made some very detailed and welcomed presentations to the Board, which has encouraged significant feedback. -
West Midlands and Chilterns Route Study Final 10 MB
Long Term Planning Process West Midlands & Chilterns Route Study Advice and choices for funders August 2017 Contents August 2017 Network Rail – West Midlands & Chilterns Route Study 02 Foreword 03 Executive Summary 04 01: The long term planning process 11 02: The starting point 14 03: The capacity challenge - meeting demand 21 04: Improving connectivity 41 05: Strategy and choices for funders 50 06: Consultation and next steps 82 Foreword August 2017 Network Rail – West Midlands & Chilterns Route Study 03 We are delighted to present the West Midlands & Chilterns Route Common. This will be a catalyst for wide scale economic development ‘There is clear evidence that Study. It is an important milestone in the development of the region’s through new, fast journey opportunities and a large increase in transport infrastructure, and is the result of much collaborative capacity for passengers. high quality transport networks industry effort. It sets out a clear and compelling case to support the However, sustaining this growth and progress to meet forecast growth of rail in a way that will benefit passengers, communities and demand for the next 30 years, is not without significant challenges, are an important enabler of the economy. which will be addressed and explored further in this study. The increase economic growth’ Following the wide consultation of the Draft for Consultation, the in services into and across Birmingham city centre over the past two strategy has already been reflected in the competition to operate the decades has been delivered without any significant increase in the next West Midlands Franchise. Our continued work with Midlands capacity of the network itself.