Improving Connectivity On UK Railways
When I was writing D-trains For East Anglia, I came across this study by Network Rail entitled Improving Connectivity, published in December 2014.
This is taken from the Executive Summary.
Improving Connectivity is a long-term methodology being investigated to deliver improved rail connectivity across Britain. The improvements would be achieved by devising a new connectivity-based timetable, to be facilitated by alterations to the infrastructure. This document explores a case study of how the project might be applied to rail services in Anglia. Inevitably, such an ambitious project also raises a number of trade-offs and changes would be required to the way the industry plans services and allocates capacity on the network. We are seeking your views on this potential approach and would welcome your participation in this consultation.
As it talks about East Anglia, which is an area, I know well, I found it a fascinating document.
It talks about three principles.
Principle 1
Principle 1 uses cross-platform interchanges to simplify connections and avoid train service duplication. This principle is explained using the following case studies from Anglia.
One case study is Newmarket which is a station I know well. My life would have been so much better after my stroke, if Newmarket had had an updated station and rail service as talked about in the document. This is the study’s suggestion.
To solve this dilemma, Principle 1 is applied. The direct Ipswich to Peterborough service is replaced by a Newmarket to Peterborough service, running via a reinstated Warren Hill Junction – Snailwell Junction chord. A semi-fast Ipswich to Cambridge train connects into this service with a cross-platform connection at a reconstructed Newmarket station
The report sums up what this does and details the knock-on effects at Ipswuch.
No services are duplicated and connections at Ipswich are simplified: the East Suffolk line arrival need only connect with the Cambridge train. This method of operation combines two markets on one train, achieving a 35 per cent reduction in train miles and halving the number of passenger train paths required on this busy freight corridor. In addition, Newmarket gains a direct service to Peterborough.
It all sounds good to me. In fact, I use such a connection at Canonbury regularly to travel from Stratford to Dalston Junction on the London Overground. You could also argue that the Clapham Kiss is another well-designed cross-platform interchange.
But why not arrange that at Ipswich, there is a simple cross-platform connection between the East Suffolk and Cambridge trains? At present to change between the three branches at Ipswich; Cambridge, East Suffolk and Felixstowe, it inevitably involves a trip over the footbridge.
Principle 2
Principle 2 is all about scheduling trains to minimise the time passengers wait.
Principle 2 orders arrivals and departures at interchange stations to minimise waiting times between connecting trains.
I agree with it totally. In my meandering around the UK and Europe, I’m always spending a half-hour or more waiting for trains on a draughty platform.
Principle 3
Principle 3 is about getting the timetable right.
Principle 3 is a method of constructing a consistent timetable with sufficient flexibility to respond to variations in demand. The resulting timetable comprises a Core service, as its basic skeleton, with additional trains overlaid as required.
As someone, who made his money by writing computer schedulers for projects, it has always been my feeling, that underneath any well-run project there is a good structure.
Conclusions
Every rail system in the world could possibly benefit from the application of these principles.
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