Now that it has been a week since HS2 has been given the go-ahead, I think it would be a good idea to work out what the service provision for the bypassed section of WCML might look like upon completion. Currently there are 9 Avanti trains and 7 LNWR trains per hour. Assuming that HS2 is exclusively for Avanti services, if we take all of those off the WCML, that leaves the LNWR trains and the Southern Croydon - MK service.
I don't want to try and over complicate things at this stage, so most of my suggestions will be done by minimising changing current LNWR service patterns as much as possible. One thing that does need sorting out though is the scenario where routes only call at a station in one direction, as is the case with Tring, Cheddington and the local stations between Coventry and Birmingham. If we make all trains stop at these stations in both directions, that gives us 4tph to Euston from Tring, 2tph from Cheddington, Lea Hall and Stetchford, and 3tph from Canley and Berkswell. That's already some improvement over the existing service.
The Trent Valley line could do with more stopping trains per hour, therefore I would consider an additional hourly service between Euston and Stafford, calling at Watford Junction, Bletchley, MK Central, Rugby, Nuneaton, then all shacks to Stafford. This would also allow the existing Euston - Crewe service to be sped up by skipping Watford Jcn, Atherstone and Polesworth, while also giving Bletchley an additional tph which is important bearing in mind that station will become a major interchange once EWR opens.
Elsewhere on the regional network, I would extend the Euston - MK terminator to Birmingham as a limited stop service, calling only at Wolverton, Northampton, Rugby, Coventry, Birmingham International and New Street. This would also be a good opportunity to double the frequency of the Southern service to East Croydon, although paths could be limited beyond Clapham Junction.
Finally, even with HS2 taking intercity traffic, it would still make sense to have some Pendolinos on the route to maintain fast links with cities like Coventry, Chester, Stoke etc. 2 of the current Birminghams (1 stopping at WFJ and 1 stopping at MKC) could be retained, as could the latter's extension to Glasgow. The Chester service would probably have to stay on the WCML anyway as it uses unelectrified stock, so this would become the fastest train (as in stopping at the least stations) on the classic line. There could then be provision for new services to Liverpool and Manchester, calling at Northampton and the Trent Valley stations along the way.
Oh and last but not least, it would probably make sense from an operational perspective to amalgamate the "classic" Pendolino services into the LNWR franchise, leaving Intercity West Coast (Avanti) exclusively for HS2 services.
Please feel free to leave any suggestions.
I don't want to try and over complicate things at this stage, so most of my suggestions will be done by minimising changing current LNWR service patterns as much as possible. One thing that does need sorting out though is the scenario where routes only call at a station in one direction, as is the case with Tring, Cheddington and the local stations between Coventry and Birmingham. If we make all trains stop at these stations in both directions, that gives us 4tph to Euston from Tring, 2tph from Cheddington, Lea Hall and Stetchford, and 3tph from Canley and Berkswell. That's already some improvement over the existing service.
The Trent Valley line could do with more stopping trains per hour, therefore I would consider an additional hourly service between Euston and Stafford, calling at Watford Junction, Bletchley, MK Central, Rugby, Nuneaton, then all shacks to Stafford. This would also allow the existing Euston - Crewe service to be sped up by skipping Watford Jcn, Atherstone and Polesworth, while also giving Bletchley an additional tph which is important bearing in mind that station will become a major interchange once EWR opens.
Elsewhere on the regional network, I would extend the Euston - MK terminator to Birmingham as a limited stop service, calling only at Wolverton, Northampton, Rugby, Coventry, Birmingham International and New Street. This would also be a good opportunity to double the frequency of the Southern service to East Croydon, although paths could be limited beyond Clapham Junction.
Finally, even with HS2 taking intercity traffic, it would still make sense to have some Pendolinos on the route to maintain fast links with cities like Coventry, Chester, Stoke etc. 2 of the current Birminghams (1 stopping at WFJ and 1 stopping at MKC) could be retained, as could the latter's extension to Glasgow. The Chester service would probably have to stay on the WCML anyway as it uses unelectrified stock, so this would become the fastest train (as in stopping at the least stations) on the classic line. There could then be provision for new services to Liverpool and Manchester, calling at Northampton and the Trent Valley stations along the way.
Oh and last but not least, it would probably make sense from an operational perspective to amalgamate the "classic" Pendolino services into the LNWR franchise, leaving Intercity West Coast (Avanti) exclusively for HS2 services.
Please feel free to leave any suggestions.
