Could Extra Passenger-Handling Capacity Be Added At St. Pancras International Station?
This article in Railway Gazette International, which is entitled Start-Up Announces Amsterdam To London And Paris High Speed Train Ambitions, has this opening paragraph.
A proposal to launch high speed train services from Amsterdam to London and from Groningen to Paris has been announced by Dutch start-up Heuro, while Virgin founder Sir Richard Branson is also reported to be looking at competing with Eurostar on cross-Channel routes.
This other paragraph also gives more details of Branson’s plans.
Heuro’s announcement comes after Spanish start-up Evolyn announced plans in October for a Paris – London service, while on November 11 British newspaper The Daily Telegraph reported that Sir Richard Branson and Phil Whittingham, former head of Virgin Trains and Avanti West Coast, were also drawing up plans to compete with Eurostar and had held discussions with infrastructure managers.
As in the past, German and Italian rail companies have expressed interest in running services to London, I don’t think it will be long before capacity at St. Pancras International will need to be increased.
There are six International platforms at St. Pancras International station and as it generally accepted that one well-managed platform can handle four trains per hour (tph), this means that the station has a theoretical limit of twenty-four tph.
Currently, services into St. Pancras International include.
- Up to 19 trains per day between London and Paris.
- Up to 10 trains per day between London and Brussels.
- One train per day between London and Amsterdam.
If we assume that trains can leave between 05:00 and 20:00, that is only about two trains per hour (tph).
There would appear to be plenty of space for the proposed 16 trains per day, that Heuro have said they will run.
My worry is will Customs and Immigration be able to handle all the extra passengers?
This Google Map shows King’s Cross and St. Pancras International stations.
Note.
- St. Pancras International is the station on the left of the V.
- King’s Cross is the station on the right of the V.
- The new corrugated roof covers the Northern ends of the trains in the platforms at St. Pancras.
These pictures show the Northern end of the International and domestic HighSpeed platforms.
Note.
The pictures taken on the platforms were taken from the Southeastern HighSpeed platforms.
The Continental trains appear to be wholly in the dry either under the classic or the new roof.
The noses of the Continental trains appear to peek out from under the new roof by a few inches.
The air space above the platforms to the North of the new roof appears to be unobstructed.
This Google Map shows the Northern ends of the platforms at St. Pancras.
Note.
- The new roof is in the bottom-right of the picture.
- The platforms are numbered 1-13 from left to right.
- Platforms 1-4 are for East Midlands services, which are arranged in a 1-2-1 formation.
- Platforms 5-10 are for Continental services, which are arranged in a 1-2-2-1 formation.
- Platforms 11-13 are for Southeastern HighSpeed services, which are arranges in a 1-1-1 formation.
- Any trains in the station seem to be mainly under cover, although I think a couple of noses are just about visible.
- I am fairly certain, if more passenger-handling capacity were to be needed in the distant future, it could be built above the platforms.
I’ve never seen it said, but did the architects and structural engineers leave this space for future expansion of the station?
- The foundations could have even been designed to support a future vertical extension.
- But at least there is nothing of importance in the space above the exposed Northern ends of the station except a few pigeons.
- With two passenger-handling areas, one could be for departures and the other for arrivals.
- Escalators and lifts could give access to the three wide island platforms for Continental traffic.
Was this station designed to be expanded if required?
I also believe that that much of the work to add any new floors above the platforms could be carried out whilst train services were still running.
Alistair Lansley
According to his Wikipedia entry, the architect of the station was Alistair Lansley, who is not a well-known name or a celebrity architect, but an architect from British Rail’s Architect’s Department, who was also lead architect for Stratford and Ebbsfleet International stations.
So did he leave a space for the extension, that he knew from former experience would be needed?
Could A Mega-Station Be Built For The Channel Tunnel?
This article on Railway Gazette International, is entitled Start-Up Announces Amsterdam To London And Paris High Speed Train Ambitions.
It talks about how Dutch start-up; Heuro wants to run fifteen trains per day (tpg) between London and Amsterdam.
The article then has this paragraph, which details other operators, who are wanting to run services between London and the near Continent.
Heuro’s announcement comes after Spanish start-up Evolyn announced plans in October for a Paris – London service, while on November 11 British newspaper The Daily Telegraph reported that Sir Richard Branson and Phil Whittingham, former head of Virgin Trains and Avanti West Coast, were also drawing up plans to compete with Eurostar and had held discussions with infrastructure managers.
This leads me to the conclusion, that there will be a need for more capacity for trains and/or passengers at some time in the future.
- There are six International platforms at St. Panvcras International station, which can each probably handle four trains per hour (tph), so I suspect the station could handle 24 International tph.
- As a modern high speed train can carry over 500 passengers, that is 12000 passengers per hour.
- Visit St. Pancras station in the morning and it is often crammed with travellers coming from and going to Europe.
I suspect that the number of trains may not be a problem, but the number of passengers will.
We could always join Shengen, but then that would be an open door to all the would-be migrants to the UK.
This Google Map shows Stratford International station.
Stratford International station is in a soulless concrete cavern, that lies across the middle of the map.
In Platforms 1 And 4 At Stratford International Station, there are a lot of pictures of the station.
I think it would be extremely difficult to add extra platforms and passenger facilities to the station.
This Google Map shows Ebbsfleet International station.
Note.
- Ebbsfleet International station, with its two International and four domestic platforms is in the middle of the map.
- The station is surrounded by car parks with a total of 5,000 spaces.
- Northfleet station is in the North-East corner of the map.
There is a lot of land, without any buildings on it.
These are my thoughts.
Enough Extra Bay Platforms To Handle The Additional Trains
There would appear to be space for perhaps two bay platforms to terminate trains.
But would passengers we happy being dumped outside Central London?
Would An Elizabeth Line Extension To Ebbsfleet Be Needed?
There are various plans to link the Elizabeth Line tp Ebbsfleet International.
In Elizabeth Line To Ebbsfleet Extension Could Cost £3.2 Billion, I showed this map from the Abbeywood2Ebbsfleet consultation.
There doesn’t appear to be too much new infrastructure, except for a proper connection between Northfleet and Ebbsfleet stations. References on the Internet, say that the similar-sized Luton DART connection at Luton Airport, cost around £225 million.
The Elizabeth Line connects to the following.
- Bond Street
- Canary Wharf
- City of London
- Farringdon for Thameslink
- Heathrow Airport
- Old Oak Common for High Speed Two
- Liverpool Street station
- Oxford Street
- Paddington station
- Slough for Windsor
- Tottenham Court Road for the British Museum, Oxford Street, Soho, Theatreland and the Underground.
- West End of London
- Whitechapel for the Overground and Underground
For many people like me, the Elizabeth Line at Ebbsfleet will provide one of the quickest ways to get to and from European trains.
Ebbsfleet Has Space For A Bus Station
A bus station with comprehensive routes could be built at Ebbsfleet station, which I don’t think will be possible at St. Pancras.
It would also be possible to provide an easy route to Gatwick Airport along the M25.
Hotel Accommodation
This is surely necessary.
It would make an ideal base for tourists and business people, who wanted to visit several of the large cities connected to Ebbsfleet.
A Very Large Car Park
Consider.
- Heathrow Airport is looking at providing upwards of 50,000 car parking spaces.
- Some travellers are seriously allergic to public transport and will always use their car.
- Many travellers these days want to take a severely outside case with them, when they’re only having a weekend in Paris.
I feel that a mega-station for Europe will need upwards of 10,000 car parking spaces. All of them with vehicle-to-grid chargers.
A Very Large Storage Battery
According to this page on the E-on web site, the average size of the battery in an electric vehicle is 40 kWh.
If 5,000 car parking spaces were to be fitted with vehicle-to-grid charging (V2G), that would be 2 MWh of energy storage, that could be used by National Grid, to store surplus electricity.
Get V2G right and it could make a serious contribution to your parking costs.
Pictures Of Ebbsfleet Station
These are some pictures I took at Ebbsfleet station today.
Note.
- The station is a fairly boring concrete, glass and steel construction.
- The SouthEastern HighSpeed services also go to St. Pancras, so they don’t offer any different connectivity towards the capital.
In addition, the SouthEastern HighSpeed Class 395 trains aren’t step-free at the platforms, as these pictures shows.
As I came back into St. Pancras International station, staff were struggling to load a wheelchair onto a train using a ramp.
Would A Two-Station Solution Increase Capacity?
High Speed Rail lines have high capacity trains and there are examples of more than one station at the end of a route.
- The London end of High Speed Two will have stations at Old Oak Common and Euston.
- The Manchester end of High Speed Two will have stations at Manchester Airport and Manchester Piccadilly.
- The Edinburgh end of the East Coast Main Line has stations at Waverley and Haymarket.
- The Amsterdam end of Eurostar and Thalys has stations at Rotterdam, Schipol Airport and Amsterdam.
A selection of stations gives choice and convenience for travellers.
Conclusion
I believe that selective development of Ebbsfleet International station could be used to take the pressure away from St. Pancras International station.
These developments could include.
- A comprehensive bus station
- Elizabeth Line to Northfleet
- Hotel Accommodation
- Lots Of Car Parking
Wisbech To March Rail Link Options Being Discussed
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Four options for a “rail” service between the Fenland towns of Wisbech and March are being considered by Network Rail.
These four options appear to be.
- Conventional rail
- Tram-train
- Light rail
- Very light rail
Note.
- I suspect all modes have their supporters.
- But only the first two options would be able to connect to Ely or Cambridge.
- The last two options would probably just be a shuttle to March.
I have looked at the route on OpenRailwayMap and there is no less than a dozen level crossings between March and Wisbech.
Even for very light rail, the engineering costs of these level crossings will be large.
Conclusion
I have a feeling that the costs of the engineering required for this scheme might kill it.
The Anonymous Widower 