Deciding the service for new stations

[imagination]

When opening a new station (or reopening a long-closed one) who actually decides the frequency and nature of the service(s) that will stop there initially? Is it the train operating companies? The local/national government? Whoever funded the station? Some mixture, or someone else entirely?

What sort of process goes into making this decision?

I got curious because of overhearing people talking about what sort of service a new station that has been proposed would have and its impact on the service of surrounding stations, and realised that this is something I really know nothing about.

 

[Tio Terry]

Nobody would raise the investment necessary to build a new, or re-activate an old, station without knowing what train service it would receive. It would be an agreement between the proposers of the station (often Local Government), the ORR, TOC and Networkrail.

 

[pdeaves]

As Tio Terry suggests, it will be a multi-party agreement. A local authority, for example, can't just say 'I want two trains per hour to stop here'; it will have impacts on timetable, possibly rolling stock and crew availability (if the extra stop adds too much time to the schedule). The DfT will also have a view (will the altered timetable impact their specified, contracted, service and revenue streams, for example).

 

[Ianno87]

An interesting question, and a complex answer!

Usually...
-The promoter of the new station will usually develop a business case for the station based on an assumed level of service that will stop there.
-Normally this would have some level of involvement from Train Operators, Network Rail and DfT for views as to what level of service is likely to be achievable within the timetable/capacity of the network, and not negatively impacting on other elements of existing franchises), so the business case is using reasonably sound assumptions
-Network Rail often usually does some sort of timetable study to demonstrate extra calls can be accommodated in the timetable, to support (or indeed provide counter evidence) funding decisions

What then actually stops is a matter primarily for TOCs and DfT. TOCs will call if there is a commercial case to do so, and if not DfT will alter the franchise agreement to specify stops if it is not unduly impactful on tge franchise (e.g. not needing significant extra subsidy). TOCs will then bid paths to Network Rail in accordance with their commercial and franchise requirements, and Network Rail will offer back a compliant timetable. If incorporation of a station is particularly complex, NR may do some Advanced timetable work ahead of normal timescales to have early identification of issues that may require tweaks and iteration, before the final bid.


What stops in the Day 1 service might be different to what the business case was predicated on. (A business case lasts 60 years, a timetable is 6 months).

Cambridge North is probably one of the most interesting new stations in this respect over the last few years. Clearly a strong case to be built*, but less than straightforward to get into a timetable for quite a number of reasons!

*Vested Interest Klaxon - I live not far away

 

[BantamMenace]

Kenilworth an interesting case study as well in this field.

Station built on a line with a single service per hour in each direction but a time sensitive intercity service so the birth of the station led to the birth of an entirely new service just to serve said station.

 

[The Planner]

In relation to other proposals and lines, I would put Kenilworth and Leamington to Coventry up there as having the most studies done on it (all with the same right answer that was the wrong one).

 

[bluenoxid]

Warrington West has already caused frustration for users at Sankey for Penketh with the latter set to see its services reduced to 4 TPD when Warrington West opens

In the near-ish future, White Rose will be interesting with nearby Cottingley and it will also be interesting to see what CrossCountry do at Worcestershire Parkway with their services, particularly if the station proves popular after it opens.

Abstraction is covered in business cases. For example, Kirkstall Forge has an impact on the three West Yorkshire stations on the Harrogate line.

 

[BantamMenace]

In relation to other proposals and lines, I would put Kenilworth and Leamington to Coventry up there as having the most studies done on it (all with the same right answer that was the wrong one).

Out of interest what would’ve been the correct answer?

 

[edwin_m]

Here is a case of what might happen if the new franchise doesn't include the service the local authority thought had been promised for a new station:
https://www.londonreconnections.com/2016/queen-v-sos-dft/

Enfield’s complaint pertained to the East Anglia Franchise tender issued in September 2015. In particular, to the level of service stipulated for just one of the 131 stations covered by the Franchise – Angel Road. They had been promised 4 trains per hour (tph), the council insisted, and this was not reflected in the tender that had eventually been put out.

 

[The Planner]

Out of interest what would’ve been the correct answer?

2 XC per hour without an infrastructure intervention.

 

[Ianno87]

Here is a case of what might happen if the new franchise doesn't include the service the local authority thought had been promised for a new station:
https://www.londonreconnections.com/2016/queen-v-sos-dft/

That eventually ruled in DfT's favour (but did say DfT could have been clearer to LB Enfield about what could be expected).

 

[LNW-GW Joint]

2 XC per hour without an infrastructure intervention.

With no extra stock/crew needed from WMT either.
Although it wouldn't have solved the wider Leamington-Coventry-Nuneaton plan.

 

[The Planner]

It wouldn't have called at Kenilworth.

 

[ian1944]

So exactly what are the advocates of East Linton and Reston wanting, and what implications would this have for the existing services east of Waverley? Would extra infrastructure be required in the Edinburgh area?

 

[DanTrain]

Ilkeston is an example of a station built to be served by the 1tph Northern service but is now also supplemented by a few East Midlands services. I guess these things naturally evolve as a station develops, but having an existing service that can fairly easily call there must strenghthen a case for (re)opening a lot!

 

[railjock]

So exactly what are the advocates of East Linton and Reston wanting, and what implications would this have for the existing services east of Waverley? Would extra infrastructure be required in the Edinburgh area?

I believe they are envisaging a 2 hourly Edinburgh to Berwick stopping service calling at East Linton, Dunbar, Reston and, probably imo, Musselburgh. Whether that would generate enough traffic, I don’t know.

I think would need the third line out of the East end of Waverley to be available.

 

[edwin_m]

Ilkeston is an example of a station built to be served by the 1tph Northern service but is now also supplemented by a few East Midlands services. I guess these things naturally evolve as a station develops, but having an existing service that can fairly easily call there must strenghthen a case for (re)opening a lot!

Indeed. The cost of an extra stop in an existing service is quite low, unless it causes the turnaround time at the terminus to get too short and requires another train in service, or the extra journey time causes other problems such as being caught up by faster trains. The business case is mainly about the passengers using the new station versus a few existing (but longer distance) passengers who will be lost when the journey gets slower. If a new station needs a new service as well then it generally blows the business case out of the water.

 

[Journeyman]

Indeed. The cost of an extra stop in an existing service is quite low, unless it causes the turnaround time at the terminus to get too short and requires another train in service, or the extra journey time causes other problems such as being caught up by faster trains.

This has been an issue for the proposed new station at Winchburgh, which when built will be a stone's throw from my house. It was meant to have been built by December 2018, but there's no sign of it yet! It couldn't be supplied before the electrification of the Edinburgh - Glasgow/Dunblane routes, as acceleration of DMUs was too slow to allow trains to stop and start at the station without reducing line capacity.

Wish they'd hurry up and build it.

 

[edwin_m]

Doesn't Winchburgh also have the problem that they don't know which line to build it on, because if the Dalmeny Chord is ever built the stopping trains will probably take the other route at Winchburgh Junction?

 

[AK1982]

Warrington West has already caused frustration for users at Sankey for Penketh with the latter set to see its services reduced to 4 TPD when Warrington West opens

In the near-ish future, White Rose will be interesting with nearby Cottingley and it will also be interesting to see what CrossCountry do at Worcestershire Parkway with their services, particularly if the station proves popular after it opens.

Abstraction is covered in business cases. For example, Kirkstall Forge has an impact on the three West Yorkshire stations on the Harrogate line.

Slightly off topic but can anyone shed any light on the reasons for opening Warrington West?

And does anyone what the 4 trains per day will be?

 

[Journeyman]

Doesn't Winchburgh also have the problem that they don't know which line to build it on, because if the Dalmeny Chord is ever built the stopping trains will probably take the other route at Winchburgh Junction?

They've decided where they're building it, it's going on the main line. I think the biggest issue at the moment is developer funding.

 

[70014IronDuke]

Ilkeston is an example of a station built to be served by the 1tph Northern service but is now also supplemented by a few East Midlands services. I guess these things naturally evolve as a station develops, but having an existing service that can fairly easily call there must strenghthen a case for (re)opening a lot!

But I thought a few peak-time EMT trains called there from the start - or at least from the May 2017 TT?

 

[70014IronDuke]

It wouldn't have called at Kenilworth.

Am afraid I'm confused. Are you trying to say XC was originally expected to call at Kenilworth but pulled out? Or...?

 

[DanTrain]

But I thought a few peak-time EMT trains called there from the start - or at least from the May 2017 TT?

Oh good point, they may of done, I think I assumed they'd been added later!

 

[The Planner]

Am afraid I'm confused. Are you trying to say XC was originally expected to call at Kenilworth but pulled out? Or...?

No, they have need been interested or wanted to. If/when they get the second train along there that won't stop either.

 

[Ianno87]

Indeed. The cost of an extra stop in an existing service is quite low, unless it causes the turnaround time at the terminus to get too short and requires another train in service, or the extra journey time causes other problems such as being caught up by faster trains. The business case is mainly about the passengers using the new station versus a few existing (but longer distance) passengers who will be lost when the journey gets slower. If a new station needs a new service as well then it generally blows the business case out of the water.

Unless that service happens to wash its face anyway independent of the added benefit of the passengers from the new station.

E.g. a dogbox added between Coventry and Leamington is probably a reasonable little earner for LNWR without the traffic it picks up from Kenilworth.

 

[TheGrew]

Slightly off topic but can anyone shed any light on the reasons for opening Warrington West?

And does anyone what the 4 trains per day will be?

Knowing the area reasonably the main driver for opening Warrington West is the new Chapelford estate to the north of the new station site.
I personally think they should close Sankey for Penketh (which is effectively what they are doing with 4TPD) as Warrington West in my opinion is much better sited. The station is pretty much in the centre of what I would consider to be western Warrington which is anything west of Sankey Brook.

 

[TheBigD]

But I thought a few peak-time EMT trains called there from the start - or at least from the May 2017 TT?

There's still no decent arrival in to Nottingham for commuters from Ilkeston in the morning... Nothing arrives in Nottingham between 0753 and 0859...

 

[bunnahabhain]

Ilkeston is an example of a station built to be served by the 1tph Northern service but is now also supplemented by a few East Midlands services. I guess these things naturally evolve as a station develops, but having an existing service that can fairly easily call there must strenghthen a case for (re)opening a lot!

EMT services have called at Ilkeston from day one, to cater mostly for long distance leisure travel opportunities. As such very few peak time trains are provided by EMT, the notable exception being the 0746 from Nottingham which calls to provide a peak service for commuters to Sheffield and an 0940 arrival into Manchester.

 

[edwin_m]

There's still no decent arrival in to Nottingham for commuters from Ilkeston in the morning... Nothing arrives in Nottingham between 0753 and 0859...

The intervening service would be perfectly timed and being an HST would have plenty of space. But it can't call due to the short platform.