The Anonymous Widower

A Trip To Grantham Station – 4th November 2020

I hadn’t intended to go to Grantham station, but that’s what I did on the last day before lockdown.

Over the last couple of weeks, I’ve been talking to a guy in Lincolnshire, who read Energy In North-East Lincolnshire, on this blog.

Last week, we both realised that we’d worked together in the 1970s, when he worked at a bank in the City, and I did some data analysis for the section, where he worked.

He is unwell with cancer at the moment and suggested I come down and see him in Skegness, where he now lives with his wife.

So I arrived at Grantham and found that the connecting train was running nearly an hour late and even then it was terminating at Boston.

After a quick exchange of texts, I told him the bad news and he gave me the good news, that his condition had improved and would be able to see me after Christmas and/or lockdown.

Luckily, I was able to change my ticket and took the next train back to London, after taking these pictures of the station.

I just had time to have a last drink of Aspall cyder before lockdown, in the station bar.

These are some thoughts.

Platform Layout At Grantham

The Wikipedia entry for Grantham station says this about the platforms.

It is composed of four platforms; platforms 1 and 2 are on the East Coast Main Line and are responsible for express services between London and Scotland. Platform 1 serves exclusively London King’s Cross via Peterborough and Stevenage; Platform 2 serves cities of northern England and Edinburgh. Platform 2, 3 and 4 are formed from a large island platform structure. Platform 3 is a bay platform at the northern end of the station that is used to allow local trains to reverse, while Platform 4 is a two-way platform that is used by East Midlands Railway. Only Platform 1 has amenities, including toilets, refreshments and a buffet.

This Google Map shows the station.

Note.

  1. Platforms are numbered 1 to 4 from East to West.
  2. Platforms 1 and 2 are long enough to take two five-car Class 800 trains working as a pair.
  3. Platform 4 may be long enough for these pairs of trains or could be made so.
  4. All trains to and from Nottingham call in Platform 4.
  5. Trains from Nottingham to Peterborough call in Platform 4 before crossing over to the down lines.
  6. There would appear to be no easy way for a Southbound train on the East Coast Main Line to access Platform 4.
  7. Platform 3 didn’t get much use on the day I visited.

There is also an avoiding line to allow freight and other passing trains to avoid going through the platforms.

Services Through Grantham Station

Services stopping at Grantham are as follows.

  • LNER – One tp2h – London Kings Cross and Harrogate via Stevenage, Grantham, Doncaster, Wakefield Westgate, Leeds
  • LNER – One tp2h – London Kings Cross and Bradford Forster Square via Stevenage, Grantham, Doncaster, Wakefield Westgate, Leeds
  • LNER – One tp2h – London Kings Cross and Lincoln via Stevenage, Peterborough, Grantham and Newark North Gate
  • LNER – One tp2h – London Kings Cross and York via Stevenage, Peterborough, Grantham, Newark North Gate, Retford and Doncaster.
  • Hull Trains – Five tpd – London Kings Cross and Hull via Stevenage, Grantham, Retford, Doncaster, Selby, Howden and Brough
  • Hull Trains – Two tpd – London Kings Cross and Beverley via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough, Hull and Cottingham.
  • East Midlands Railway – One tph – Liverpool Lime Street and Horwich via Peterborough and Nottingham
  • East Midlands Railway – One tph – Nottingham and Skegness

Note.

  1. tph is trains per hour
  2. tp2h is trains per two hours.
  3. tpd is trains per day.

Adding the services together, there is a frequent service between Stevenage, Peterborough, Grantham and Newark North Gate.

Train Timings Between London Kings Cross and Grantham

The fastest trains take 67 minutes between London Kings Cross and Grantham.

  • The distance is 105.5 miles
  • This would be an average speed of 94.5 mph.
  • The East Coast Main Line is being upgraded with in-cab digital ERTMS signalling, which will allow 140 mph running.
  • The works at Kings Cross station will have increased the station’s capacity.

I wouldn’t be surprised to see a time between London Kings Cross and Grantham, of under an hour, time-tabled in the near future.

Could There Be A London Kings Cross and Nottingham Service Via Grantham?

On this page on UK Rail Forums, this was posted in 2010.

According to today’s East Midlands news on BBC1, Network Rail is considering inviting tenders to run a faster service from Nottingham to London King’s Cross via Grantham, from 2014. The present service of around 1hr 45m is considered too slow by passengers.

How would this new service be reconciled with the much-publicised capacity constraints at Welwyn and at King’s Cross itself? Will the proposed possible service be diesel-powered under the wires from Grantham, or will the Grantham-Nottingham stretch be electrified? Interesting times.

Technology has changed since 2010 and the East Coast Main Line has improved.

  • King;s Cross station is being sorted.
  • Digital ERMTS signalling is coming to the East Coast Main Line
  • Hatachi’s new Class 800 trains have arrived and could go between Grantham and Nottingham on diesel power.
  • Grantham and Nottingham takes 35 minutes on a service with three stops, that’s timed for a Class 153 train.
  • Grantham and Nottingham is just over twenty miles.

As I said earlier, that I believe Grantham and London could be inside an hour, I wouldn’t be surprised to see a Nottingham and London Kings Cross service in under an-hour-and-a-half.

But it could be better than that?

Hitachi’s Regional Battery Train

This is the train that could unlock the potential of a London Kings Cross and Nottingham service.

This Hitachi infographic gives details of the train.

Note that the train has a range of 90 kilometres or 56 miles, at speeds of up to 100 mph.

The trains would be ideal for a London Kings Cross and Nottingham service.

  • They would charge the batteries, whilst using the electrification on the East Coast Main Line.
  • The battery range is such, that it would not need any charging between leaving Grantham and returning there from Nottingham.
  • They could travel at speeds of up to 140 mph on the East Coast Main Line, once the digital ERTMS  signalling is installed.
  • Stops could be at Stevenage, Peterborough and Grantham.

LNER’s five-car Class 800 trains, which are branded Azumas can be turned into Regional Battery Trains, by replacing the three diesel engines with battery packs.

I would suspect that times of around eighty minutes, between London Kings Cross and Nottingham, could be in order.

A Park-And-Ride For Nottingham And London

Nottingham has several Park-and-Ride sites, that are served by the trams. of the Nottingham Express Transit, which already calls at Nottingham station.

Would another site on the rail line between Grantham and Nottingham be useful?

This map shows. where the rail line crosses the A46, near its junction with the A52.

Note the Grantham and Nottingham line running across the top of the map and the big junction between the A52 and the A46.

It looks to be a good place for a Park-and-Ride station, if it was decided one needed to be built.

There might also be sites further in towards Nottingham, close to the racecourse or the Holme Pierpoint National Watersports Centre.

A Combined Nottinghamshire And Lincolnshire Service

I originally called this section a Combined Nottingham And Lincoln Service, but I don’t see why it can’t serve most of both counties.

Consider.

  • Birmingham, Brighton, Cambridge, Oxford and Southend get two services from the capital by different routes.
  • Hitachi’s Class 800 trains can Split/Join in around two minutes.
  • Running five-car Class 800 trains all the way between London Kings Cross and Lincoln is not a good use of a valuable train path on the East Coast Main Line.
  • Lincoln is just 16.5 miles and 24 minutes from the East Coast Main Line.
  • Nottingham is 22 miles and could be 20 minutes from the East Coast Main Line.
  • Both Lincoln and Nottingham would be in battery range for a return trip from the East Coast Main Line.
  • Platforms 1, 2 and 4, at Grantham are long enough to handle two Class 800 trains, running as a pair and regularly pairs call in Platforms 1 and 2.

I believe it would be possible for a pair of Regional Battery Trains to do the following.

  • Leave London Kings Cross and run to Grantham in an hour, stopping at Stevenage and Peterborough.
  • Stop in Platform 4 at Grantham station, where the trains would split.
  • One train would continue on the East Coast Main Line to Newark North Gate station, where it would leave the East Coast Main Line and go to Lincoln.
  • The other train would continue to Nottingham.

Note.

  1. Coming back, the process would be reversed with trains joining in Platform 1 or Platform 4 at Grantham.
  2. There may need to be some track and signalling modifications, but nothing too serious or challenging.

Connections to other parts of Nottinghamshire and Lincolnshire would be as follows.

  • Nottingham and Nottinghamshire would be connected using the Nottingham Express Transit and the Robin Hood and Maid Marian Lines from Nottingham station.
  • All stations between Grantham and Nottingham would be reached from either Grantham or Nottingham.
  • All stations to Boston and Skegness would be reached from Grantham.
  • All stations between Newark and Lincoln would be reached from either Lincoln or Newark.
  • All stations between Doncaster and Lincoln would be reached from either Doncaster or Lincoln.
  • All stations between Peterborough and Lincoln would be reached from either Lincoln or Peterborough.
  • All stations to Market Rasen, Grimsby Town and Cleethorpes would be reached from Lincoln.

Note.

  1. I feel that some Lincoln services could be extended to Cleethorpes via Market Rasen and Grimsby Town.
  2. Hopefully, a timetable could be developed, so that no connection was overly long.

Most of the distances are not unduly long and I would hope that most secondary services could be battery electric trains, which would be charged in the larger stations like Boston, Cleethorpes, Doncaster, Grantham, Lincoln, Mansfield, Nottingham, Peterborough, Sleaford, Spalding and Worksop.

Doncaster, Grantham and Peterborough already have 25 KVAC overhead electrification and this could be used to charge the trains, with possibly some small extensions.

The other stations will need a number of systems to charge the trains, as they pass through.

Some stations will be suitable for the installation of the standard 25 KVAC overhead electrification, but others will need specialised charging systems.

It appears that Adrian Shooter of Vivarail has just announced a One-Size-Fits-All Fast Charge system, that has been given interim approval by Network Rail.

I discuss this charger in Vivarail’s Plans For Zero-Emission Trains, which is based on a video on the Modern Railways web site.

There is more about Vivarail’s plans in the November 2020 Print Edition of the magazine, where this is said on page 69.

‘Network Rail has granted interim approval for the fast charge system and wants it to be the UK’s standard battery charging system’ says Mr. Shooter. ‘We believe it could have worldwide implications.’

Vivarail’s Fast Charge system must surely be a front-runner for installation.

What frequency of the Combined Nottinghamshire And Lincolnshire service would be needed and could be run?

Consider.

  • Currently, Lincoln is served with one tp2h with a five-car Class 800 train running the service.
  • The Lincoln service alternates with a one tp2h service to York, which also calls at Retford and Doncaster.
  • Work is progressing on increasing the number of high speed paths on the East Coast Main Line.

Obviously, an hourly service to both Nottingham and Lincoln would be ideal and would give most of the two counties an hourly service to and from London Kings Cross with a single change at either Doncaster, Grantham. Lincoln, Newark, Nottingham or Peterborough.

  • An hourly service might be difficult to timetable because of the York service.
  • But I don’t believe it would be impossible to setup.

Especially if after, the Eastern leg of High Speed Two opens, East Coast Main Line services from London Kings Cross to North of York are replaced in part, by High Speed Two services.

The Effect Of High Speed Two

High Speed Two will build a new station at Toton called East Midlands Hub station.

  • The station will be situated about halfway between Nottingham and Derby, with frequent connections to both cities.
  • There will be frequent services to Birmingham, Leeds, London, Newcastle and Sheffield.
  • I wouldn’t be surprised to see a direct service to Edinburgh and Glasgow from the station.
  • There will be a lot of economic growth around the station.

I very much feel, that a lot of passengers were travel to East Midlands Hub station for both long distance trains and to access the Derby-Nottingham area.

A Cambridge And Birmingham Service

In How Many Trains Are Needed To Run A Full Service On High Speed Two?, I proposed a Cambridge and Birmingham Curzon Street service.

This is what I said.

The obvious one is surely Cambridge and Birmingham

  • It would run via Peterborough, Grantham, Nottingham and East Midlands Hub.
  • It would connect the three big science, engineering and medical centres in the Midlands and the East.
  • It would use High Speed Two between Birmingham Curzon Street and East Midlands Hub.
  • It could be run by High Speed Two Classic-Compatible trains.

It might even be a replacement for CrossCountry’s Stansted Airport and Birmingham service.

Timings for the various legs could be.

  • Cambridge and Peterborough – CrossCountry – 49 minutes
  • Peterborough and Grantham – LNER – 19 minutes
  • Grantham and Nottingham -Best Estimate – 20 minutes
  • Nottingham and Birmingham Curzon Street – Midlands Rail Engine – 33 minutes

Note.

  1. This totals to two hours and one minute.
  2. The current service takes two hours and forty-four minutes.
  3. The Ely and Peterborough and Grantham and Nottingham legs are not electrified.

If the route were to be fully electrified or the trains were to be fitted with batteries, the time via High Speed Two, would surely be several minutes under two hours.

Conclusion

These objectives are possible.

  • An hourly service between London Kings Cross and Grantham, Lincoln, Newark and Nottingham.
  • A very much more comprehensive train service for Nottingham and Lincolnshire.
  • A two hour service between Cambridge and Birmingham.

Most of the services would be zero carbon.

No major infrastructure would be needed, except possibly completing the electrification between Nottingham and Ely, some of which is probably needed for freight trains anyway.

Alternatively, the High Speed Two Classic-Compatible trains could be fitted with batteries.

 

November 9, 2020 Posted by | Health, Transport | , , , , , , , , , , , , , , , | 6 Comments

£2.7bn East Midlands Plan Unveiled For HS2 Links

The title of this post, is the same as that of this article on Rail News.

This is the first two paragraphs.

A bold plan costed at £2.7 billion for the area around the HS2 hub in the East Midlands has been published by a group of councils, transport bodies and East Midlands Airport.

The core of the scheme is the future East Midlands Hub at Toton, and the plan proposes direct access to the Hub from more than 20 cities, towns and villages in the East Midlands.

If you want to read the original report by Midlands Connect, there’s a download link on this page of their web site.

The project is in three phases.

Phase One

Phase One is to be operational within ten years.

  • Scheme 1 – The extension of the Nottingham tram system (Nottingham Express Transit or NET light rail system) from the Toton Lane Park and Ride site to Long Eaton via two new stops at the planned Innovation Campus development and HS2 East Midlands Hub station.
  • Scheme 2 – New bus services between the HS2 East Midlands Hub and Amber Valley, West Bridgford and Clifton.
  • Scheme 3 – Bus Rapid Transit between the HS2 East Midlands Hub and Derby city centre via Pride Park and Derby railway station.
  • Scheme 4 – Extension of the HS2 East Midlands Hub A52 highway access route to the A6005 Derby Road in Long Eaton.
  • Scheme 5 – Capacity enhancements to M1 Junction 25, increasing road capacity and improving access to the HS2 East Midlands Hub station and Innovation Campus site.
  • Scheme 6 – The implementation of a minimum of four direct rail services per hour linking the HS2 East Midlands Hub station to Derby, Nottingham and Leicester stations, as well as Loughborough, Matlock, Mansfield, Newark, Alfreton and Grantham, made possible by the building of a new piece of infrastructure, the Trowell Curve, which will link to the Midland Mainline.
  • Scheme 7 – New rail service between Mansfield, Derby and Leicester with stops at Ilkeston, Langley Mill, Kirkby in Ashfield, Sutton Parkway and HS2 East Midlands Hub via the Kirkby Freight Line (Maid Marian line).

Note.

  1. These schemes will be built before the HS2 East Midlands Hub station opens.
  2. I discussed Scheme 7 – The Maid Marian Line in After The Robin Hood Line Will Nottingham See The Maid Marian Line?.

The most important part of Phase One is that all these seven schemes will be built before High Speed Two reaches the East Midlands. So hopefully, there will be a continuous stream of improvements in the East Midlands.

Phase Two

Phase Two will be operational within twenty years.

  • Scheme 8 – Extension of the NET light rail system or enhanced Bus Rapid Transit from the HS2 East Midlands Hub station to Derby.
  • Scheme 9 – The construction of a railway station at East Midlands Airport, connected to the Midland Mainline via a spur to the south of Kegworth village, allowing new direct rail services to the airport from Derby, Nottingham, Leicester and Mansfield as well as some intermediate stations including HS2 East Midlands Hub and East Midlands Parkway. This intervention will vastly improve public transport access to East Midlands Airport for passengers and staff.

Phase Three

Phase Three will be operational within twenty-five years.

  • Scheme 10 – A new rail line between East Midlands Airport (opened during Phase 2) and Derby via the South Derby Growth Zone residential and employment developments and the Rolls Royce site, designed to support local housing and employment growth.
  • Scheme 11 – A tram-train service connecting into the NET light rail network (Phase 1) to a proposed development site (11,000 houses and other associated development) to the west of East Midlands Airport. This scheme would also serve stops within the Ratcliffeon-Soar power station development site and could also serve Kegworth village and the East Midlands Gateway Logistics Park.

It is comprehensive project and I will discuss the various schemes in separate posts.

 

 

May 28, 2020 Posted by | Transport | , , , , , , | 1 Comment

Nottingham Targets Multimillion-Pound Tram Extensions

The title of this post is the same as that of an article in Issue 901 of Rail Magazine.

The Nottingham Express Transit (NET) is a quality tram system and seems to have been taken to the heart of the people of the city.

Three separate extensions are proposed.

Clifton Pastures

Clifton Pasures is a proposed development of 3,000 houses and 2,000 jobs to the South of the Clifton South Park and Ride stop on the NET.

This Google Map shows the area, bounded in the West by the A453.

Note.

  1. The red arrow marks the vehicle entrance to the Park-and-Ride from the A 453.
  2. A short extension of the NET will be built, which has been costed at £49 million.

It looks to be a well-thought out extension.

Toton Lane Park and Ride To East Midlands Hub Station

This extension from Toton Lane Park-and-Ride stop to the East Midlands Hub station for High Speed Two was first proposed in 2015.

This Google Map shows the area.

Note.

  1. Toton Lane Park-and-Ride is on the Eastern side of the map.
  2. East Midlands Hub station will be built on the Western side of the map on Toton sidings.
  3. It doesn’t look like there is any serious construction problems in between. There would probably be bridges or tunnels over the B6003 and the railway.
  4. Would the NET cross the East Midlands Hub station on a bridge at right-angles, as it does at Nottingham station?

This extension of the NET has been costed at £106 million.

The original plans discussed here in Wikipedia, envisaged continuing to Derby.

Nottingham Racecourse And Gedling

The Rail Magazine article describes this extension as follows.

The third (and the longest) proposed route would involve construction of a new route towards Nottingham’s eastern suburbs via Meadow Lane, the Cattle Market, Daleside Road and Nottingham Racecourse.

It is hoped this route could one day stretch as far as a new Park & Ride site planned near Gedling Country Park, although this is not included in the current plans.

This Google Map shows Central Nottingham.

Note.

  1. The red arrow shows Nottingham station.
  2. Nottingham Racecourse is at the Eastern side of the map.
  3. The A6011 is Meadow Lane, which passes Notts County football ground.
  4. Daleside Road connects Meadow Lane to Nottingham Racecourse.
  5. The estimated cost of this extension is quoted at between £96 million and £116 million.

 

 

It appears to me, that the branch will break East from the main route going South to Clifton South and Toton Lane tram stops and then on the streets along Meadow Lane and Daleside Road to Nottingham Racecourse.

Points And Questions

I have some points and questions on the route.

Access To The Football And Cricket Grounds

Will the Nottingham Racecourse extension improve access to the two football grounds and Trent Bridge cricket ground?

It  would be much closer to the sports grounds, than any current tram stop.

Access To Holme Pierrepoint

Will the Nottingham Racecourse extension have a stop at the Holme Pierrepoint National Watersports Centre?

Will There Be A Park-and-Ride At Nottingham Racecourse?

I think there already is one, so will the NET connect it to the City Centre?

Would it be useful to connect this Park-and-Ride to the Queen’s Medical Centre on the Toton Lane branch?

Will There Be Opposition To All The Street-Running?

Every time, I’ve driven near Meadow Lane, Daleside Road and Nottingham Racecourse in the past, it’s been very congested.

Will voters allow these roads to have street-running trams?

Will Trams Be Able To Go Between All Branches?

After the completion of these three new branches, there will be five branches; Clifton Pastures, East Midlands Hub, Hucknall, Nottingham Racecourse and Phoenix Park. All branches will have one or more Park-and-Ride sites.

I can see that there are arguments for these connections.

  • Between the Nottingham Racecourse extension with all its major sporting venues and the other branches.
  • Between the Queen’s Medical Centre on the Toton Lane branch and the Nottingham Racecourse extension.

I can see that the junction between the Nottingham Racecourse extension and the current NET network being rather complicated, as it must allow these connections.

  • East to North
  • East to South
  • South to East
  • North to East

This junction will need a lot of space and get increasingly expensive.

March 28, 2020 Posted by | Transport | , , | 2 Comments

The Robin Hood Line In Nottingham

This Google Map shows the Southern end of the Robin Hood Line as it connects to Nottingham station.

southrobinhood

Note the triangular junction towards the bottom of the map.

  • The line to the East goes into Nottingham station.
  • The line to the West goes to Beeston and eventually to London. In a few years time, it will go to the East Midland Hub station for HS2.
  • The line to the North is the Robin Hood Line and the Erewash Valley Line.

The \Erewash Valley Line splits to the West, from the Robin Hood Line just off the top of the map to the North of Nottingham University’s Jubilee Campus.

It is worth looking at services that go between these two branches and Nottingham station.

Langley Mill station on the Erewash Valley Line has the following services.

  • One train per hour (tph) between Nottingham and Leeds.
  • A few trains per day between Liverpool and Nottingham.
  • Some trains between Sheffield and London stop.

Passengers though are expected to take the infrequent service to Nottingham for onward trains.

On the 2nd of April, Ilkeston station will open on the Erewash Valley Line between Nottingham and Langley Mill.

Hucknall station on the Robin Hood Line has two hourly services.

Plans also exist for a branch to Ollerton, so this might change the service pattern. But there is no more than a total of four or five trains per hour in both directions.

All of these services go round the North-East chord of the junction and thus connect Nottingham University’s Jubilee Campus and  Nottingham station

But there are no stations along this line, although there used to be one at Radford.

In A Look At New Station Projects, I came across references to stations at Faraday Road and Lenton.

Both locations are on this section of line and it would seem logical that the more Northerly location would be ideal to serve the Jubilee Campus.

If only the local trains stopped, it would have the following services.

  • 1-2 tph to Ilkeston, Langley Mill and Alfreton
  • 2 tph to Hucknall, Kirkby-in-Ashfield and Mansfield
  • 3-4 tph to Nottingham.

Other questions and issues are raised.

  • Would a second station to the South nearer to the triangular junction be worthwhile?
  • Could the Nottingham Express Transit. have an interchange with the trains the Robin Hood Line?
  • Could the Nottingham Express Transit call both campuses of the University of Nottingham?
  • In future could 1-2 tph go to the HS2 station at East Midland Hub?

It does appear that there is scope for improving connectivity in the Western Part of the City Centre.

 

February 7, 2017 Posted by | Transport | , , , , , | 1 Comment

A New Route To The City Ground, Nottingham

Ipswich Town went to play Nottingham Forest at the City Ground today.

Usually, I walk from Nottingham station using Trent Bridge to cross the Trent.

But today, I decided to use the extended tram route to go to the stop at Meadows Embankment, from where I walked along the river to the ground.

I did cross the Trent once on the Wilford Suspension Bridge that carries utilities over the river, but it is a much more pleasant route, that is less crowded and away from the traffic.

This Google Map allows a comparison of the distances.

Walking To The City Ground

Walking To The City Ground

The Wilford Toll Bridge, where the trams cross the Trent, is the westernmost bridge on this map, whilst the Wilford Suspension Bridge is just South of the Nottingham War Memorial.

As an aside the Wilford Toll Bridge, is the only bridge which says it is a toll one, but doesn’t even allow vehicles to cross, let alone charge them for it?

If you are driving to a match at any of the three grounds by Trent Bridge, you can go to the Park and Ride at Clifton South and then get a tram to Meadows Embankment and walk. I think that the Park and Rid could be free if you use the tram.

I walked the obvious route from the tram to the ground, but there may be a shorter route that cuts out the bend in the river or cuts through the houses after crossing the suspension bridge.

Perhaps, Nottingham City Council should signpost the best route!

October 24, 2015 Posted by | Sport, Transport | , , , , | Leave a comment

Hucknall On The Nottingham Express Transit

I took these pictures as I rode to Hucknall on the Nottingham Express Transit.

They show how the Robin Hood Line runs alongside the tram and it is just a simple walk-across to exchange between the tram and the train. This Google Map shows the layout.

Hucknall Station

Hucknall Station

Hucknall station appears to be a remarkably simple interchange between tram, train and car. It is also surrounded by bus stops.

Passengers just walk between the trams and the single train platform on the level. So it is a truly step-free interchange!

The tram stop opened in 2004, which probably means that it was designed too early to have used tram-train technology.

But of all the places in the UK, this would probably have been the easiest to have built a tram-train interface, where trams could continue running on an electrified Robin Hood Line.

But that is all in the past and it’s too late now to build the line for tram-trains.

September 15, 2015 Posted by | Transport | , | Leave a comment

Queen’s Medical Centre On The Nottingham Express Transit

The Queen’s Medical Centre is Nottingham’s big hospital.

The tram climbs onto a viaduct to pass through the hospital and although the walkways into the hospital aren’t fully completed, it is surely the way to provide transport to a hospital.

The guy manning the station, as surely it is too grand just be a stop, was proud of his charge, saying it is the only hospital with a tram stop in the UK. I think he could be right, although University station in Birmingham serves the Queen Elizabeth Hospital and my three local hospitals are all served by the Overground or Underground.

Having seen this station, there is no doubt in my mind, that to serve a hospital with its large number of people with mobility problems is the best way to do it, if it is possible.

Nottingham’s solution at the Queen’s Medical Centre is definitely world class.

Nottingham certainly passes the Two Elderly Siblings test with a score of at least nine out of ten.

One sibling is in the hospital and the other lives some distance away but can get to the nearest station to the hospital reasonably easy. Can they then get from the nearest station to the hospital using local transport? Even if they are being pushed in a wheelchair.

In Nottingham, you would use a lift at the station to get to the tram and then it’s a simple ride on a step-free low-floor tram to the station. The hospital is actually on the other side of the tram tracks on arrival from Nottingham station, but as it’s a tram, you just walk or be pushed across, to enter the hospital.

September 2, 2015 Posted by | Transport | , | 1 Comment

NG2 On The Nottingham Express Transit

I took these pictures at the NG2 tram stop.

It’s just a pretty normal tram stop by Nottingham’s standard, but the reason I stopped off here to take pictures, was that it is close to the triangular junction to the west of Nottingham station, where trains for Nottingham turn off the main Midland Main Line to access the station. This Google Map shows the area.

NG2 Nottingham

NG2 Nottingham

The NG2 tram stop is just South of the place where the road crosses the railway at the Western point of the junction, which goes in the direction of Beeston and the South. The line to the East leads to Nottingham station, and that to the North leads to Chesterfield, Sheffield and the North, as well as the Robin Hood Line.

The tram route curves away to the West to go to the Queen’s Medical Centre and Nottingham University.

In some ways it illustrates how Nottingham’s railways and the new trams weave a pattern around the  city, with very large numbers of possible routes.

As tram-trains are now on the menu and tram-trains were first employed in Nottingham’s twin city of Karlsruhe, I doubt that anybody can predict the next line to be developed in Nottingham.

The only certain thing, is that in my two trips to the city recently, is that the people of Nottingham are proud of their trams and are using the system in large numbers.

As I said in Conclusions On Phase 2 Of The Nottingham Express Transit, the system may suffer from London Overground syndrome, of being built without enough capacity and new trams, tram-trains or extensions will soon be in the pipeline.

 

 

 

September 2, 2015 Posted by | Transport | | Leave a comment

Toton Lane On The Nottingham Express Transit

Toton Lane tram stop is the Southern Terminal of Line 1 of the Nottingham Express Transit.

It opened on the 25th August 2015 as part of Phase 2 of the NET. These are pictures. I took on a visit a week later.

The stop and the associated Park-and-Ride are very similar to the similar facility at Clifton South.

September 2, 2015 Posted by | Transport | | Leave a comment

Walking Around Nottingham Station

When I arrived in Nottingham, the weather was still good, despite rain being forecast, so I went for a walk right around the train station to see if there was space for the junctions to connect tram-trains coming in as trains from points East and West to access the tram line that crosses the station in a North South direction with a tram stop above the station. This Google Map shows the area, where I walked.

Around Nottingham Station

Around Nottingham Station

Note that this map was created before the tram line over the station and the multi-coloured multi-story car park were built, but the old tram-stop on Station Street is clearly marked. The foot bridge over the station, which is a public footpath that also allows pedestrians to access the trains is the only bridge across the station.

These are pictures I took as I walked around the station

I started by walking East along Station Street that runs along the North side of the station, then crossed the rail lines on the road bridge before walking back to the station along Queen’s Road.

After a brief pit stop in the station, I crossed South and followed the tram route intending to pick it up at the next stop to go to Toton Lane. But it was a long walk, so I crossed back North across the railway and walked back to the station along the canal, from ewhere I caught the tram South.

Currently Wikipedia lists three possible tram-trains routes from Nottingham to expand the NET. Two are in the East; Gedling and Bingham and one is in the West; Ilkeston.

I think there is plenty of space around the station to accommodate these routes.

I suspect too, that as the routes have been discussed since the mid-2000s, any current or future development has been or is being built, so that it doesn’t compromise any possible tram-train connections.

September 2, 2015 Posted by | Transport | , , , | Leave a comment