Airtrack

[5872]

on some other forum im on I keep hearing about airtrack it seems to be a long term thing with the airport with services from reading and windsor being express , but nothing has been said
me and Roy were discussing this and came out with these ideas
Services from windsor to waterloo (express ones) would only call at staines , feltham , and richmond giving fast joureney times , but then you come to the problem with the weybridge services and windsor ones and the frieght which would hold this up but if the trains ran like this:
express
reading
windsor weybridge services 1 from each destination twice/once an hour depending on how they could do
it , but where would the frieght go you might think? , there could be a way for it to go to hounslow up the old kew junction and find its way there, what they do is come through to surbiton and diverge at berrylands to the left and join the waterloo - shepperton line and run along there to strawberry hill and just before the line goes to the right to join twickenham it would climb onto a bridge and drop to the sides of the mainline and then climb up again to join the hounslow lines and then up through there.

Then you have the problem of the stations between Feltham and Barnes with the windsor services mucking that up , but what would happen is half would go via hounslow , other half via twickenham the twickenham ones would call at whitton , twickeham (st margrets peak) richmond (sheen mortlake peak) and then comes to barnes where the 4 tracks begin so it would all be able to flow again!


This seems a good idea and Windsor - Feltham - Barnes - CLapham - Waterloo would be OLHE aswell alongside the 3rd rail

 

[Tom]

AirTrack would diverge at Feltham, with there being a "Southern Region" Airport Junction, however, trains would change voltage and power pickup at this junction, rather than OHLE being all the way between the Airport and Waterloo.

It is mainly assumed that two of the 5 platforms at Waterloo International would be used for AirTrack, as there is plenty of capacity there.

Not much freight goes via the Windsor lines, but the freight that does, I assume, will go via the normal route as it does currently, if not, it will probably be sent down via the GWML and the Reading - Basingstoke route.

There is capacity for AirTrack, so I don't think any services will be modified to 'cope' with the route, apart from perhaps a few of the Reading extras during the peak.

I expect AirTrack trains will call at most major stations along the route.

 

[class 313]

Fred why do you always do this... Example , example?

Try the correct way...

Correct, correct.

 

[5872]

AirTrack would diverge at Feltham, with there being a "Southern Region" Airport Junction, however, trains would change voltage and power pickup at this junction, rather than OHLE being all the way between the Airport and Waterloo.

It is mainly assumed that two of the 5 platforms at Waterloo International would be used for AirTrack, as there is plenty of capacity there.

Not much freight goes via the Windsor lines, but the freight that does, I assume, will go via the normal route as it does currently, if not, it will probably be sent down via the GWML and the Reading - Basingstoke route.

There is capacity for AirTrack, so I don't think any services will be modified to 'cope' with the route, apart from perhaps a few of the Reading extras during the peak.

I expect AirTrack trains will call at most major stations along the route.

Not neccisarily its from reading and windsor so you got 4 for 2 an hour coming in with weybridge and reading it all tise in you will have reading and airtrack going through ashford and whitton you will need some inplament for that so I came up with half via there and half via hounslow this means they will be able to operate , quite abit of frieght dose go along there and I dont think an express will want to be stuck behind a shed!so they can build a triangle so they come to me which will alternate be a faster route :d so then along the throat Feltham - barnes the air track and reading + windsor can have a clear 3 route ahead of them...thus making more capacity and faster joureny times

 

[Tom]

No it isn't.

Some trains will be from Reading and Windsor, yes, but the majority will be from London Waterloo. :roll:

The Windsor lines are majoritively 60-80mph and most sheds along the route are either class 4 or 6 (75mph or 60mph respectively). It'll do fine. :roll:

 

[yorkie]

It is mainly assumed that two of the 5 platforms at Waterloo International would be used for AirTrack, as there is plenty of capacity there.

Is it? It would make far more sense for a flyover to take the main line services into what is now the International platforms - this means the long distance services can be lengthened in future.

The great thing about Eurostar moving to St Pancras is that all platforms at Waterloo will now be for domestic use, so turnarounds can be longer (making the timetable more robust), there will be less waiting for a platform and more services can be accomodated.

But the Windsor lines services are not really suitable to go into the International part, so a flyover is needed.

 

[Tom]

I'd agree with that - but the expense required to extend main line services.... (most of which are already at their "max" train length) would be difficult.

 

[Kris]

In the DFT's franchise requirements - through trains from Gulidford via Woking were mentioned.

 

[Tom]

...which would mean more trains using the western Addlestone curve.