That got totally modernised just a few years ago. It still has pinchpoints and constraints, some money can be thrown at to resolve, others not so easily
The WCRM couldn't overcome the fundamental flaws in the ancient infrastructure that makes up the system.
Attempting to replace all the flat junctions and constrained track layouts would cost so much money that it could never ever be attempted, and it has so many branches that it is highly track inefficient.
let us not forget the WCRM had in it plans to have 140mph running and cab signalling to enhance capacity, that were taken out following a massive overspend.
There was another reason the cab signalling was taken out.... they wanted
moving block signalling which has still not been implemented on a system anywhere near as complicated at the WCML is.
Without the capacity enhancement from the signalling the 140mph running is totally impractical as you eat up paths like nothing else by running that fast on a conventional railway.
I'm not convinced you have read much of the official HS2 documentation that highlights the plan..... There would be 16 London St Pancras to Derby Trains per day, as well as 18 Nottingham - Matlock services per day to link Derby to East Midlands HS2 station.
How exactly does this contradict what I suggested?
A Derby-Toton shuttle does not contradict the idea of continuing direct St Pancras services which would never be able to compete timewise.
And since HS2 Ltd has
absolutely no authority to dictate classic line stopping patterns we cannot accept any of its claims for connecting services with anything less than a bucketload of salt, especially at this distance in time from opening.
Not out of the question but the likelihood is that any such large scheme will be scaled back due to overspends, rather than be able to find additional monies for new bells and whistles to add on. I really worry for the East Midlands, and Sheffield economically following HS2, given the not urban nature of the stations, and that economic growth in the area would be served best by having businesses close to HS2 stations, how much of the benefit is going to be lost by the necessity to change for other services into the city centres, and how many people are going to flow outwards by having to drive to the HS2 hub station.
You may not have noticed, but city centres are already dying, most people and businesses are not based there.
The parkway gets the majority of the benefits of a city centre station without the budget-breaking pricetag.
Would you rather that the line proceeded from Birmingham to Leeds with no intermediate stops? That is the alternative to the parkway stations.
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So what's the issue with trains reversing? TGV's reverse at Narbonne so why not at Toton?
By the time the train has completed the reversing manouevre you could be half way to the city centre of Nottingham on the Tram which will essentially reach the parkway station. (It will directly serve the adjacent park and ride).
"I am sure" doesn't instill much confidence! If people have to take a local train out to Toton from Derby station (having already driven into Derby) I'm afraid a lot of people simply won't bother.
What alternative do they have?
They can either brave the traffic or take the shuttle.
On the contrary in the peak there is a clear need for compatible services into
Derby and Nottingham. If you're not convinced try the A52 in the morning rush hour. By all accounts it’s not pleasant.
I cannot see the justification for throwing away valuable paths serving cities short distances from a parkway station with what will be rather well developed transport links.
And Rush hour only services to destinations that are not served offpeak is hardly going to cultivate a large customer-base.
"If you miss the last rush hour train you are stranded.... sorry".
You have to serve places near-clockface over the course of the day or you otherwise might as well not bother.
).
