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The Environmental Case for High Speed Rail
PAGE 4 THE UNION RAILWAY - ANDREW ADONIS PAGE 5 THE UNION RAILWAY - ANDREW ADONIS country. In the decade to 2006 passenger I believe that high speed rail could be kilometres rose by 42 per cent – the a revolutionary change for the UK, like highest rate of growth in Europe – and now the original railways of Stephenson THE UNION RAILWAY are at a higher level than at any time since and Brunel: not only a piece of new 1946. In contrast, Germany only achieved transport infrastructure, but a bold Andrew Adonis 22 per cent, Italy 5 per cent and France 34 economic policy for jobs and growth, per cent. Train punctuality and reliability a bold industrial policy to drive high- are at their highest level ever, thanks in tech engineering and innovation, and a part to modernisation of the train fleet; bold nation-building policy to promote A transport revolution is sweeping This global transformation led President and the number of services on the network national unity and help overcome the the world. High speed rail, largely Obama to observe recently that “High is at its highest level since Beeching. north-south divide, one of our most the preserve of Japan and France speed rail is not some fanciful pie-in-the- debilitating legacies from the past. until the 1990s, is now embraced sky vision of the future. It is happening More than £150bn has been invested by most major European and Asian right now. The problem is it’s been in transport infrastructure over the past Just look at the French, for whom the countries as their next generation happening elsewhere, not here.” decade. -
Railfuture Response to National Infrastructure
RAILFUTURE RESPONSE TO NATIONAL INFRASTRUCTURE COMMISSION RAIL NEEDS ASSESSMENT FOR THE MIDLANDS AND THE NORTH – CALL FOR EVIDENCE FOLLOWING INTERIM REPORT Contribution from Railfuture East Midlands Branch – August 2020 National Infrastructure Commission | Rail Needs Assessment for the Midlands and the North - Interim report https://www.nic.org.uk/wp-content/uploads/RNA-Interim-Report-Final.pdf Introduction: The Railfuture response dated 29th May 2020 to the first round of this consultation https://www.railfuture.org.uk/display2324 placed considerable emphasis on freight. In contributing to the August call for evidence, we in East Midlands Branch: Re-submit our May 2020 Rf EM Branch submission for previous NIC RNA call for evidence. This is on pp6-15 below in red text with a few subsequent additions in blue. Attempt to answer the NIC’s broad questions Q1 to Q4 below. References are to the pages and tables in the NIC’s Interim Report (see header.) Prepared by: Steve Jones, Branch Secretary, Railfuture East Midlands Branch [email protected] including contributions from members of EM Branch. Question 1: Please provide specific sources for evidence that the Commission could use in estimating costs and the impact of proposals on journey time and capacity. For schemes already proposed other than by Railfuture, such as those listed on p36, much information is already available from Network Rail, SNTBs (TfN, Midlands Connect), local and combined authorities, TOCs, DfT. Campaign organisations. For additional schemes put forward by Railfuture, further work would need to be done, though campaign groups such as SENRUG, SELRAP, MEMRAP and CRIL may have initial estimates for specific lines or areas. -
East West Rail Western Section Phase 2
EAST WEST RAIL WESTERN SECTION PHASE 2 CONSULTATION INFORMATION DOCUMENT JUNE 2017 Document Reference 133735-PBR-REP-EEN-000026 Author Network Rail Date June 2017 Date of revision and June 2017 revision number 2.0 The Network Rail (East West Rail Western Section Phase 2) Order Consultation Information Document TABLE OF CONTENTS 1. EXECUTIVE SUMMARY..................................................................................... 1 2. INTRODUCTION ................................................................................................. 2 2.1 Purpose of this consultation ...................................................................... 2 2.2 Structure of this consultation ..................................................................... 2 3. EAST WEST RAIL .............................................................................................. 4 3.1 Background ............................................................................................... 4 3.2 EWR Western Section ............................................................................... 5 4. EAST WEST RAIL WESTERN SECTION PHASE 2 .......................................... 8 4.1 Benefits ..................................................................................................... 8 4.2 Location ..................................................................................................... 8 4.3 Consenting considerations ...................................................................... 11 4.4 Interface with the High Speed -
Reunification East Midlands G R Y E a a W T C Il Entral Ra
DONATE BY TEXT! REUNIFICATION EAST MIDLANDS G R Y E A A W T C IL ENTRAL RA THE UK’S BIGGEST HERITAGE RAILWAY PROJECT Reconnecting two halves of the Great Central Railway and joining them to Network Rail Supported by David Clarke Railway Trust Friends of the Great Central Main Line East Midlands Railway Trust www.gcrailway.co.uk/unify POTENTIAL EXTENSION TO TRAM INTERCHANGE NOTTINGHAM TRANSPORT HERITAGE CENTRE RUSHCLIFFE HALT REUNIFICATION EAST MIDLANDS G R Y E A A W T C IL ENTRAL RA SITE OF EAST LEAKE STATION By replacing five hundred metres of BARNSTONE missing track between two sections N TUNNEL of the Great Central Railway, we can NOT TO SCALE create an eighteen-mile heritage line STANFORD VIADUCT complete with a main line connection. This is no impossible dream - work is CONNECTION TO THE MISSING MIDLAND MAIN LINE underway, but we need your help to SECTION get the next sections built. LOUGHBOROUGH LOCOMOTIVE SHED TO EAST LEAKE AND RUDDINGTON LOUGHBOROUGH CENTRAL STATION A60 ROAD BRIDGE REQUIRES OVERHAULING EMBANKMENT REQUIRES REPAIRING QUORN & WOODHOUSE STATION MIDLAND MAIN LINE BRIDGE ✓ NOW BUILT! FACTORY CAR PARK SWITHLAND CROSSING REQUIRES CONTRUCTION VIADUCT RAILWAY TERRACE BRANCH LINE TO ROAD BRIDGE TO BE CONSTRUCTED USING MOUNTSORREL RECLAIMED BRIDGE DECK HERITAGE CENTRE ROTHLEY EMBANKMENT STATION NEEDS TO BE BUILT POTENTIAL DOUBLE TRACK GRAND UNION TO LEICESTER ✓ CANAL BRIDGE NOW RESTORED LEICESTER NORTH STATION TO LEICESTER REUNIFICATION Moving Forward An exciting adventure is underway. Following Two sections of the work have been the global pandemic, we’re picking up the completed already, which you can read all pace to build an exciting future for the Great about here. -
Leicester Area Strategic Advice 2020
How can growth and partners’ aspirations be accommodated in the Leicester area over the coming decades? Leicester Area Strategic Advice July 2020 02 Contents 01: Foreword 03 02: Executive Summary 04 03: Continuous Modular Strategic Planning 07 04: Leicester Area Strategic Context 08 05: Delivering Additional Future Services 12 06: Leicester Area Capacity 16 07: Accommodating Future Services 22 08: Recommendations and Next Steps 27 Photo credits: Front cover - lower left: Jeff Chapman Front cover - lower right: Jamie Squibbs Leicester Area Strategic Advice July 2020 03 01 Foreword The Leicester Area Strategic Advice forms part of the The report was produced collaboratively with inputs railway industry’s Long-Term Planning Process covering from key, interested organisations and considers the the medium-term and long-term planning horizon. impact of planned major programmes such as High Investment in the railway is an aid to long-term Speed 2 (HS2), and the strategies and aspirations of sustainable growth for the Leicester area, supporting bodies such as Leicester City Council, the Department economic, social and environmental objectives. of Transport (DfT), Midlands Connect and the Train Network Rail has worked collaboratively with rail and Freight Operating Companies. industry stakeholders and partners to develop long- The recommendations from this report support term plans for a safe, reliable and efficient railway to Network Rail’s focus of putting passengers first by support economic growth across Britain. aiming to increase the number of direct services from This study has considered the impact of increased Leicester Station, supporting freight growth and demand for passenger services in the medium and improving performance and satisfaction with the rail long term, starting from a baseline of today’s railway, network. -
A428 Black Cat to Caxton Gibbet
FFerr A428 Black Cat to Caxton Gibbet Option Assessment Report March 2016 A428 Black Cat to Caxton Gibbet Option Assessment Report A428 Black Cat to Caxton Gibbet Project no: B2074900 Document title: Option Assessment Report Document No.: B2074900/A6S/JAC/A428/XX/RP/PM/00025 Revision: 0 Date: 17 March 2016 Client name: Highways England Client no: Project manager: Simon Beaney Author: Robert Benson Jacobs U.K. Limited 1180 Eskdale Road Winnersh, Wokingham Reading RG41 5TU United Kingdom T +44 (0)118 946 7000 F +44 (0)118 946 7001 www.jacobs.com © Copyright 2016 Jacobs U.K. Limited. The concepts and information contained in this document are the property of Jacobs. Use or copying of this document in whole or in part without the written permission of Jacobs constitutes an infringement of copyright. Limitation: This report has been prepared on behalf of, and for the exclusive use of Jacobs’ Client, and is subject to, and issued in accordance with, the provisions of the contract between Jacobs and the Client. Jacobs accepts no liability or responsibility whatsoever for, or in respect of, any use of, or reliance upon, this report by any third party. Document history and status Revision Date Description By Review Approved 0 29/01/2016 Draft for client review RB SM/DW SB 1 17/03/2016 Final RB TB SB B2074900/A6S/JAC/A428/XX/RP/PM/00025 i A428 Black Cat to Caxton Gibbet Option Assessment Report Contents 1. Introduction ................................................................................................................................................ 1 1.1 Purpose of report ......................................................................................................................................... 1 1.2 Background ................................................................................................................................................. 1 1.3 Overview of assessment ............................................................................................................................ -
The Evolution of Train Services on the Met and Gc Line
THE EVOLUTION OF TRAIN SERVICES ON THE MET AND GC LINE by Eric Stuart (Readers may find reference to the Four-Tracking article in the July 2018 issue of Underground News helpful) After the Great Central (GC) arrived at Quainton Road and the service south thereof became established, both the GC and the Metropolitan Railway (Met.) provided services. However, the personalities at the heads of the two companies did not enjoy the best of relationships. Matters came to a head when a GC train crashed when failing to reduce speed over the (then) reverse curve into Aylesbury station in 1904. About that time, both the leaders retired and a period of better relations between the companies began. On 2 April 1906, the Metropolitan & Great Central Joint Railway (MGCJR) was created. This latter took over the lines of the Metropolitan Railway north and west of Harrow South Junction, with the exception of the branch to Uxbridge. These included the main line between Harrow-on-the-Hill and Verney Junction and the branch from Chalfont & Latimer to Chesham. The MGCJR was created under the terms of the Metropolitan & Great Central Railway Act, which received Royal Assent on 4 August 1905. At the same time, the Great Central and Great Western Joint Railway was formed, covering the lines south of Aylesbury via Princes Risborough to Northolt Junction. This was the result of a new line that aided the GC by partly avoiding congestion on the Met. and also giving the Great Western a shorter route to Birmingham1. One curiosity was that a Joint Committee was set up to manage a new Aylesbury station, jointly owned by two joint railways! Some points on terminology: The new line was commonly called just ‘The Joint Line’ and, even in later LT days, some staff still belonged to a particular class that made them feel superior to others2. -
High Speed Two Limited
High Speed Two Limited High Speed 2 Infrastructure Maintenance Depot (IMD) High Speed Two Limited H igh Speed 2 Infrastructure Maintenance Depot (IMD) March 2011 This r eport t akes i nto a ccount t he particular instructions and requirements of our client. It i s not i ntended f or a nd s hould n ot be relied u pon b y any third p arty a nd no responsibility i s u ndertaken to any t hird Ove Arup & Partners Ltd party The Arup Campus, Blythe Gate, Blythe Valley Park, Solihull, West Midlands. B90 8AE Tel +44 (0)121 213 3000 Fax +44 (0)121 213 3001 www.arup.com Job number High Speed Two (HS2) High Speed 2 Infrastructure Maintenance Depot Contents Page 1 Introduction 1 1.1 The December 2009 Report 1 1.2 Layout of this Report 1 2 Scope of Work, Methodology and Deliverables 2 2.1 Scope of Work 2 2.2 Meeting 1 2 2.3 Intermediate instructions 3 2.4 Meeting 2 3 3 Current Rail Operations and Future Developments 4 3.1 Context 4 3.2 Oxford - Bletchley 4 3.3 Aylesbury – Claydon Line 4 3.4 High Speed 2 5 3.5 Evergreen 3 5 3.6 East West Project 5 4 Functional Requirements 6 5 Site Location Options 7 5.1 Introduction 7 5.2 Quadrant 1 9 5.3 Quadrant 2 11 5.4 Quadrant 3 15 5.5 Quadrant 4 17 5.6 Sites on HS2 (north) 18 6 Cost Estimates 20 6.1 Matrix table for all Site options 20 7 Conclusion 21 8 Selected Option Development 23 8.1 General layout 23 8.2 Specific site details 27 8.3 Site operation 28 8.4 West end connections 29 9 Calvert Waste Plant 30 9.1 Rail Access 30 9.2 Heat and power generation 32 10 Use of site as a potential construction depot 33 -
Introduction Railfuture Oxford to Cambridge (East West Rail)
9th September 2013 Railfuture Oxford to Cambridge (East West Rail) campaign Briefing note on route options for the Central Section from Bedford to Cambridge Introduction The government and the Office of Rail Regulation have approved the upgrading and rebuilding of the railway between Oxford and Bedford, the Western Section of East West Rail. Railfuture is a long-term campaigner for the completion of the East West Rail project to Cambridge and into East Anglia. The Eastern Section of the route is already in use from Norwich and Ely to Cambridge via the soon to be opened Cambridge Science Park station; from Ipswich via Bury St Edmunds and Newmarket to Cambridge; and from Stansted Airport to Cambridge. Map 1: The East West Rail Link Between Bedford and Cambridge some of the original route is lost to development and population growth in the region has occurred away from the original stations. The question of corridor and route selection is therefore a key factor in making the case for the Bedford to Cambridge (Central) section of East West Rail. Railfuture is assessing the candidate corridors that have been identified by the East West Rail (EWR) Consortium. An early conclusion is that routes for possible approaches to the two nodes, Bedford and Cambridge, should be agreed and protected at an early stage, such is the pace of growth and development. Page 1 of 10 9th September 2013 Purpose The purpose of this document is to set out the options for EWR route options for the approach to Cambridge from the west. The options for Bedford will be covered by another document. -
DEFENDING OUR LINES - Safeguarding Railways for Reopening
DEFENDING OUR LINES - safeguarding railways for reopening A report by Smart Growth UK April 2020 http://www.smartgrowthuk.org 1 Contents __________________________________________________________________________________ Foreword by Paul Tetlaw 4 Executive summary 6 1. Introduction 8 2. Rail closures 9 3. Reopening and reinstatement 12 4. Obstacles to reinstatement of closed lines 16 5. Safeguarding alignments 19 6. Reopening and the planning system 21 7. Reopening of freight-only or mothballed lines 24 8. Reinstatement of demolished lines 29 9. New railways 38 10. Conclusions 39 Appendix 1 41 2 Smart Growth UK __________________________________________________________________________ Smart Growth UK is an informal coalition of organisations and individuals who want to promote the Smart Growth approach to planning, transportation and communities. Smart Growth is an international movement dedicated to more sustainable approaches to these issues. In the UK it is based around a set of principles agreed by the organisations that support the Smart Growth UK coalition in 2013:- Urban areas work best when they are compact, with densities appropriate to local circumstances but generally significantly higher than low-density suburbia and avoiding high-rise. In addition to higher density, layouts are needed that prioritize walking, cycling and public transport so that they become the norm. We need to reduce our dependence on private motor vehicles by improving public transport, rail-based where possible, and concentrating development in urban areas. We should protect the countryside, farmland, natural beauty, open space, soil and biodiversity, avoiding urban sprawl and out-of-town development. We should protect and promote local distinctiveness and character and our heritage, respecting and making best use of historic buildings, street forms and settlement patterns. -
January 2019
JANUARY 2019 The Government has given Central Bedfordshire Council £1,976,000 extra cash to fix potholes CHAIRMAN’S LETTER Although CBC had promised to start repairing the High St in Autumn so far there is no action taking place and I intend to go back to the CBC for an explanation. It seems there are plans afoot to develop the site behind The Golden Bell and plans have been drawn up for presentation to CBC for planning permission. John Hartley, our previous Secretary and then Chairman passed away in the New Year after a battle with cancer, I vis- ited him regularly in his last months. He will be a great lose to The Society. I shall not be around for 1 month from 3rd January 2019 and John Sharp will Chair the meeting 24th January 2019. So I hope as many members as possible will attend to listen to Dr Brierley on Climate Change. Best wishes for a good New Year. Maurice Crowe Chairman The photo shows members watching Maurice present our petition to the Full Central Beds Council at their July meeting, at the start of our October Meeting. Andrew Selous at our November meeting stated that he is still on the case and apparently the gas board plans to dig up parts of The High Street is the hold up. 2 MEMBERSHIP RENEWAL We hope you have enjoyed the variety of presentations. Membership renewals are now due for those members who do not have a standing order, please let Mike know if you would like to pay by Standing Order. -
Economic Development Strategy 2016 - 2020
Economic Development Strategy 2016 - 2020 South Derbyshire Changing for the better Contents Foreword 3 Executive Summary 4 Introduction 6 Recent Events 8 Overview 11 Way Forward 15 Vision, Objectives and Ambitions 20 Acknowledgements The Economic Development team at South Derbyshire District Council would like to thank all those who have participated in the development of this Strategy. Further Information Economic Development, South Derbyshire District Council Civic Way, Swadlincote, Derbyshire, DE11 0AH, United Kingdom Tel: +44 (0) 1283 595755 Fax: +44 (0) 1283 595720 Email: [email protected] Web: www.south-derbys.gov.uk Photographs kindly supplied by featured businesses and Christopher Beech Photography, Louise Galdes Photography and Tony Summers 2 South Derbyshire Economic Development Strategy 2016 - 2020 Foreword South Derbyshire District Council’s Corporate Plan 2016-2021 sets out a Vision to make the District a better place to live, work and visit. ‘Progress’ is one of its four key themes and central to this is the continued support and development of the local economy. The South Derbyshire Economic Development Strategy will directly contribute to the achievement of the Progress objectives. These focus on economic development, inward investment, The National Forest, tourism and town centre growth. In order to further build on our significant achievements, the Council will continue to help grow and diversify our strong local economy to keep South Derbyshire well and truly open for business. This includes harnessing the potential of The National Forest. We will maximise opportunities for the future by encouraging the formation of new enterprises as well as the continued growth of existing businesses, helping to increase visitor spend, and attracting inward investment.