‘Rollercoasters In My Back Yard’: Welcome To Universal Studios Bedford
The title of this post, is the same as that of this article on The Times.
This is the sub-heading.
Britain’s answer to Orlando could be a 480-acre world boasting big rides, bigger films and 7m visitors a year. Some locals are far from enchanted
These three paragraphs introduce the story.
Picture the scene: It’s a snowy Christmas Eve, 2030, at King’s Cross station. Dozens of families from across the UK and Europe gather as the station speakers announce: “The train now leaving platform 9¾ is the Hogwarts Express, calling at the Wizarding World of Harry Potter. And Bedford.”
The stuff of JK Rowling’s fiction? Perhaps not.
For, if all goes to plan, a featureless 480 acres of industrial and agricultural land a short broomstick’s ride from downtown Bedford will, by the end of the decade, become one of the world’s most spectacular theme parks.
I have a few thoughts.
Eden Project Morecambe
Eden Project Morecambe will be the first of a new generation of theme parks in the UK.
The new Eden Project is to be developed at Morecambe, which is close to Lancaster. As Lancaster will be an High Speed Two terminus, Eden Project North could be connected to HS2 by a high tech shuttle like the Luton DART. So the Eden Project North will also attract day trippers from a large proportion of England and the South of Scotland.
I believe increasingly we will see theme parks, bringing in their visitors on futuristic public transport systems.
The Location Of Universal Studios Bedford
This map from Universal Destinations & Experiences shows the location of the site of the proposed Universal Studios Bedford.
Note.
- The site is shown by yellow shading.
- The blue lines are major roads.
- The pink lines are railways.
- The rail link running to the West of the site is currently the Marston Vale Line, which is being developed into the East West Railway between Oxford and Cambridge via Milton Keynes.
- The East West Railway will also connect to Ipswich, Norwich and Reading.
- The rail link running to the East of the site is the Midland Main Line, which links St. Pancras station with Derby, Nottingham and Sheffield.
The site certainly has excellent transport connections.
Expanding Rail Connections At Universal Studios Bedford
I believe that in these days of climate change, that theme parks and other attractions like sports stadia and shopping centres will develop their rail connections.
Universal Studios Bedford could have two stations.
- Kempston Hardwick on the East West Railway.
- Their own station on the Midland Main Line.
Note.
- Both stations could be connected by a futuristic people mover transporting visitors around the site.
- Using current train times, trains would take thirty minutes between the theme park and St. Pancras for Eurostar to and from Europe.
- Thameslink’s trains could shuttle visitors to and from Luton Airport.
It should also be noted that several of Southern England’s most visited sites are just a train ride away.
Easy Places To Visit
These attractions would be easy to visit.
- Bicester Village – Direct train from Kempston Hardwick after 2024.
- Cambridge – Direct train from Kempston Hardwick after 2030.
- London – Direct train from the new station after it’s built.
- Oxford – Direct train from Kempston Hardwick after 2024.
- Woburn Safari Park – Direct train from Kempston Hardwick after 2024.
Note.
All trains would be electric or battery-electric powered.
I have assumed that rail services between Oxford and Bedford open in 2024.
I have assumed that rail services between Oxford and Cambridge open in 2030.
Conclusion
This is an interesting idea, which is at an excellent location. But will the locals like it?
Platform Canopies To Be Renovated For Passengers At Lancaster Station
The title of this post is the same as that of this press release from Network Rail.
These are the first two paragraphs.
Station platform canopies are being renovated at Lancaster to improve passenger journeys on the West Coast Main Line.
Network Rail is investing £9.5m to restore and upgrade the station building for the future.
This picture from Network Rail shows an aerial view of the station.
Note that the camera is looking South.
This picture shows the current canopies.
Network Rail can surely do better on a Grade II Listed Building.
The press release lists that this work will be done.
- Replacing all glazing in the platform canopies
- Repairing and strengthening the structure of the canopy structures
- Repainting across the station
The press release says the work won’t affect train services, but will be done when trains aren’t running.
These are my thoughts.
Lancaster Station and High Speed Two
Lancaster station will be a terminus on the High Speed Two Network.
Note.
- Train 4 , which is a pair of 200 metre High Speed Classic Compatible trains, leaves London Euston and splits at Crewe, with one train going to Liverpool Lime Street and the other to Lancaster.
- Train 12, which runs between Birmingham Curzon Street and Scotland, also calls at Lancaster.
Both trains will be single 200 metre High Speed Classic Compatible trains at Lancaster station and platforms 3, 4 and 5 can handle them.
But how will the Lancaster train terminate?
This map from OpenRailwayMap shows the lines through Lancaster station.
Note.
- The red lines are electrified with 25 KVAC overhead wires.
- In the North-West corner of the station are the bay platforms 1 and 2, which handle Morecambe services.
- West Coast Main Line services between London Euston and Scotland, go through platforms 3 and 4 in the middle of the station.
- On the East side of the station is platform 5 which is on a loop off the West Coast Main Line.
I would expect that the London Euston and Lancaster service will generally terminate in platform 5.
Wikipedia says this about platform 5 and the signalling.
Platform 5, which can be used by both northbound and southbound trains or by terminating services.
All platforms are signalled for arrivals and departures in either direction.
That all sounds very convenient.
There may be some minor changes for the longer High Speed Two trains, but I doubt it would be too challenging.
Onward To Morecambe
The Eden Project North at Morecambe could attract a lot of traffic.
- Lancaster will be just two hours and three minutes from London by High Speed Two.
- There are numerous rail connections from Lancaster to all over the North of England and Scotland.
- Would you drive for two hours to the Eden Project North, if there was a convenient and quicker train?
- Train companies may offer combined tickets for the attraction with rail tickets.
Wikipedia says this about the development and opening of the attraction.
Having been granted planning permission in January 2022 and with £50 million of levelling-up funding granted in January 2023, it is due to open in 2024 and predicted to benefit the North West economy by £200 million per year.
I’ve always wanted to go to the Eden Project in Cornwall, but it’s difficult if you don’t drive.
However, I might manage to get to Eden Project North.
Trains between Morecambe and Lancaster are at least hourly.
- I think they can use any platform at Lancaster.
- Morecambe station has two platforms.
- Morecambe and Lancaster stations are four miles apart, with probably half electrified.
- A battery-electric train could work between Morecambe and Lancaster.
I can envisage two main ways to arrange the connection between Morecambe and Lancaster.
- Trains arrive in Lancaster and passengers for Morecambe catch the next Morecambe train for two stops, that take ten minutes.
- When High Speed Two serves Lancaster from Euston, the shuttle train can wait in the Northern end of Platform 5 and when the High Speed Two train arrives passengers can just walk up the platform to the shuttle.
But if the Eden Project North is as successful as the Cornish original, there is going to be a need for more trains between Morecambe and Lancaster.
This Google Map shows Morecambe station.
Note that the island platform is probably about 160 metres long.
This would accommodate.
- A five-car Class 802 or Class 805 train.
- A pair of four-car Class 319, Class 321 trains.
- A pair of three-car Class 331 trains.
But why not be bold and lengthen at least one platform to the full two hundred metres, so that it can accommodate a High Speed Classic Compatible train?
This would also accommodate.
- A seven-car Class 807 train.
- A pair of four-car Class 331 trains.
All of these electric trains would need the Morecambe branch line to be electrified to Morecambe station.
But the Eden Project North would get the public transport access it needs.
Electrifying To Morecambe
This map from OpenRailwayMap, shows the Morecambe Branch Line between the West Coast Main Line and Morecambe station.
Note.
- The tracks shown in red on the Eastern side of the map are the West Coast Main Line.
- The black lines are the unelectrified tracks of the Morecambe branch line.
- Morecambe station is marked by the blue arrow.
- Much of the Morecambe branch line is single track, with some sections of double track.
- The distance between the West Coast Main Line and Morecambe station is around 2.1 miles.
I don’t think it would be the most challenging of electrifications.
A Green Route To The Isle Of Man And Ireland
This map from OpenRailwayMap, shows the terminal of the Morecambe Branch Line at Heysham Port.
Note.
- There is a rail connection to the West Coast Main Line via Morecambe, which is shown in yellow.
- The port appears to have three berths for ferries.
- There are only a couple of train services per day.
- South of the port is the Heysham nuclear power station, which has a capacity of 2.5 GW.
At a first glance, it would appear, that a rail-served passenger terminal could be built close to the port.
I suspect most passengers using Heysham are travelling with a vehicle.
The problem is also that the ferry crossing to Belfast takes around eight hours and there are faster and more convenient routes.
The ferries could be decarbonised by using ammonia or hydrogen fuel, but I doubt that they would be any faster.
I suspect that getting more passengers to use Heysham for the Isle of Man or Ireland will be a difficult proposition to sell to passengers.
And it is made even more difficult with such an infrequent train service.
Before High Speed Two
Avanti West Coast might like to run a train between Euston and Morecambe for the Eden Project North.
Are National Rail Promoting Theme Parks?
I found this page on the National Rail web site, which is entitled Theme Parks.
It gives a list of most theme parks and their nearest stations.
Does such a page exist for hospitals, cathedrals and other similar groups.
Proposals For Crossrail Elizabeth Line Extension To Ebbsfleet Cut Down To Three Options
The title of this post, is the same as that of this article on Kent Online.
So what are the three options?
Crossrail To Northfleet/Ebbsfleet And Gravesend
The first option provides for an extension of Crossrail from Abbey Wood to Northfleet/Ebbsfleet and Gravesend, sharing the existing tracks with National Rail services.
- Of the 12 trains per hour (tph) that are planned to run to Abbey Wood. four tph will terminate at each of Abbey Wood, Northfleet/Ebbsfleet and Gravesend.
- A single platform at Abbey Wood, Northfleet and Gravesend would be capable of handling the required four tph.
- Crossrail trains would call at all stations on the North Kent Line between Abbey Wood and Gravesend stations.
- It looks like some form of people-mover will be needed between Northfleet and Ebbsfleet stations.
- Gravesend station could either turn the trains directly or have a turnback facility to the East of the station at Hoo, where provision has been made for train stabling.
- Extension of Crossrail’s digital signalling along the North Kent Line, at least as far as Hoo would probably be needed to cope with the extra trains.
This option would be feasible and would require just a new platform at Northfleet station, the people-mover and perhaps some work at Gravesend station.
Crossrail To Dartford And Northfleet/Ebbsfleet
The second option is to draw out Crossrail from south east London to Dartford using new dedicated tracks built next to the existing North Kent line, with increased rail service frequency between Dartford and Northfleet.
- All the 12 tph, that currently are planned to run ro Abbey Wood, all will terminate at Dartford station.
- Crossrail trains would call at all stations on the North Kent Line between Abbey Wood and Dartford stations.
- It looks like some form of people-mover will be needed between Northfleet and Ebbsfleet stations.
- Extension of Crossrail’s digital signalling along the North Kent Line, at least as far as Hoo would probably be needed to cope with the extra trains.
This option would be feasible and would require a new platform at Northfleet station, the people-mover and a lot of work between Abbey Wood and Dartford stations and at Dartford station.
A Lower Cost Option With Buses
A third option consists of improving the National Rail service between Abbey Wood and Northfleet, combined with a new Bus Rapid Transit service.
- It appears Crossrail services would stay the same at Abbey Wood, with all twelve tph terminating at the station, as are currently planned.
- Southeastern services to Dartford via Abbey Wood would be extended to Northfleet. This would increase the number of Southeastern trains to/from London serving stations between Northfleet and Dartford for connection to Crossrail at Abbey Wood from four to eight tph.
- There would need to be turnback facilities at Northfleet station for the Southeastern services.
- Extension of Crossrail’s digital signalling along the North Kent Line, at least as far as Hoo would probably be needed to cope with the extra trains.
- A Bus Rapid Transit service would be provided between Abbey Wood and Ebbsfleet stations via Slade Green, Dartford and Bluewater.
- A Bus Rapid Transit service would be provided between Slade Green and Ebbsfleet via Greenhithe and Northfleet.
- Both Bus Rapid Transit services would have a frequency of six buses per hour.
This option looks to be feasible and would only require a new platform at Northfleet station.
The Views Of New Civil Engineer
This article on New Civil Engineer gives its views on the three options.
It says this of the first option.
This option would require the construction of some sections of additional track and junction works within the existing rail corridor, significant works at Abbey Wood, Slade Green and Dartford stations and require additional land to accommodate additional train stabling facilities.
And this of the second option.
This option would require significant construction work to build a new two track rail alignment alongside the existing North Kent line, requiring potential compulsory purchase of land and property beyond the existing rail corridor in some areas and significant works at Abbey Wood, Slade Green and Dartford stations, as well as the provision of new train stabling facilities.
It doesn’t comment about the third option, which I take to mean, that all work for the trains can be done within the existing rail corridor.
Components Of The Options
Although the options are different there are some components that appear in more than one option.
Improved Digital Signalling
The number of trains running to the East of Abbey Wood station, will surely increase under all three options and I feel it is essential, that modern digital signalling be installed on the North Kent Lines.
More Train Stabling
Commenting on the first two options, New Civil Engineer says that more stabling will be needed.
In the Gibb Report, Chris Gibb looked at stabling problems with Thameslink and found there was a problem along the North Kent Line. I wrote about it in Gibb Report – Hoo Junction Depot.
I feel that a review of all train stabling in Kent should be performed, so that there is enough space to service and stable the trains of the various operators.
When Crossrail was originally planned, the route was safeguarded to Gravesend and Hoo Junction was put forward as somewhere to stable trains.
A Turnback Platform At Northfleet Station
All three options need a turnback platform at Northfleet station.
- In Option 1 it will be handling Crossrail trains.
- In Options 2 and 3, it will be handling Southeastern trains.
- It probably needs to handle four tph.
- Nine-car Class 345 trains used by Crossrail are 205 metres long.
- Twelve-car Class 377 trains used by Southeastern are 240 metres long.
This Google Map shows Northfleet station.
Note.
- The North Kent Line goes diagonally across the map from North-West to South-East.
- Northfleet station is a two-platform station.
- To the South of the station, there are sidings, which are connected to the North Kent Line.
This picture shows the sidings from Northfleet station, with Ebbsfleet station about a mile away.
It appears that there would be space to add a well-appointed turnback platform at Northfleet station.
These pictures show some of the features of the current Northfleet station.
Rebuilding to add the turnback platform, could also include.
- Full step-free access
- Modern station buildings
- A deep clean of the pedestrian tunnel.
- An appropriately-sized bus station, with a zero-carbon shuttle bus to Ebbsfleet station.
- Future provision for a high-tech people-mover to Ebbsfleet station.
It is not one of the better stations on the Southeastern network.
But it certainly could be!
I very much feel that Northfleet station needs to be rebuilt with an extra platform.
A People-Mover Between Ebbsfleet And Northfleet Stations
I wrote So Near And Yet So Far! about the poor connection between Ebbsfleet And Northfleet stations.
It is a design crime of the highest order.
There has been a lot of pressure in the past to build a pedestrian link between the two stations, as reported by the Wikipedia entry for Northfleet station.
The station is very close to Ebbsfleet International station (the NNE entrance is only 334 yards (305 m) from Northfleet’s station), but passengers (using public transport) will find it far easier to access Ebbsfleet International from Gravesend or Greenhithe, as these stations are more accessible and offer easy access to Fastrack bus services. The walking route between the two stations is 0.6 miles (1 km) or 0.8 miles (1.3 km) and a suitable pedestrian link has not been built because of funding issues and objections from Land Securities.
Why when Ebbsfleet International station was built in the early 2000s for opening in 2007, was a pedestrian link not built between the two stations?
It sounds like it was a Treasury design for Civil Servants, who work in Westminster and wouldn’t dream of living in Gravesend.
How much did omitting the link save?
Probably in the the long term, about two-fifths of five eighths of f***-all!
The specialists in this type of people-mover are the Doppelmayr/Garaventa Group, who in the UK have built the Emirates Air Line and the Air-Rail Link at Birmingham Airport. Currently, they are building the Luton DART people mover.
Wikipedia says that the Emirates Air-Line cost £60million.
Wouldn’t something similar be an ideal way to welcome people to the UK?
The London Resort
The London Resort, is described like this in its Wikipedia entry.
The London Resort is a proposed theme park and resort in Swanscombe, Kent. The project was announced on 8 October 2012 and, if given planning permission, it is estimated that construction will begin in 2022, with a first gate opening in summer 2024 and a second gate by 2029.
It certainly sounds the sort of place I avoid, but just like Disneyland Paris, I feel the developers will want a rail connection.
They could even want to have another people-mover from Ebbsfleet station.
A Connection To The Bluewater Shopping Centre
The Bluewater Shopping Centre is not easy to get to by public transport and requires a bus from Greenhithe for Bluewater station.
Only Option 3 offered an improvement with a bus between Abbey Wood and Ebbsfleet stations via Slade Green, Dartford and Bluewater, that would run every ten minutes.
Conclusion
It seems that whatever option is eventually chosen, certain works will need to be performed as they are needed for all options.
- Extension of Crossrail’s digital signalling along the North Kent Line, at least as far as Hoo junction would probably be needed to cope with the extra trains.
- A review of train stabling in Kent should be carried out, to make sure there are enough places to service and stable the trains needed, by all the operators/
- Northfleet station needs to be rebuilt with an extra turnback platform for at least four tph.
- Provision should be made for a possible people-mover between Ebbsfleet And Northfleet stations.
The North Kent Line to the East of Abbey Wood station would now be ready for whichever option is chosen.
Because of the London Resort, which has still not been given a definite go-ahead we could see some changes and other options or even some that combine more than one option.
Before Crossrail 2 – Chessington South
Chessington South station is rather an oddity, in that it wasn’t designed as a terminus, but ended up that way as the Chessington Branch was foreshortened by the Second World War and didn’t reach Leatherhead.
This Google Map clearly shows the abandoned line continuing southwards.
Chessington South Station
The station has an extra platform that has never been used, so at least as a Crossrail 2 terminus, it could easily have two platforms.
All of the other stations on the branch, share the same concrete Art Deco design, which could probably be easily brought up to a standard very acceptable for Crossrail 2.
I don’t get Theme Parks, as cities are reality rather than fantasy and offer so much more, but I accept that others find them enjoyable places to visit.
So look at this Google Map showing Chessington South station, the route of the unbuilt branch and Chessington World of Adventures.
Chessington South Station And Chessington World Of Adventures
If I was the Managing Director of the Theme Park, I’d be doing everything I could to get a short extension of the railway to a station alongside the park, so that I could boost the green credentials of my business and hopefully attract more punters.
The Anonymous Widower 