An impressive set of ideas 465fan, however I have the following observations.
The usage of the Kings Lynn to Cambridge & Kings Cross service fully justifies the operation of a fast service from to Kings Cross, and a 1/2 hourly fast service runs from Cambridge. Campaigners are calling for a 1/2 hourly service from Kings Lynn to Kings Cross when Ely North works have been completed, and although not the most populous of areas, the route does provide important links to London, particularly form Ely where at 07:30 every morning there is a throng of commuters bound for Kings Cross. The route to LIverpool Street in it's current form is too slow to offer direct services. The Networker units currently used on the route are more than suitable, although need mods to bring them up to DDA spec. The acceleration of these trains is virtually unrivalled, making them suitable for the Southern part of the East Coast Main Line.
I wouldn't wish to lie to you, I fully agree that the services from Kings Lynn to London Kings Cross are both well used and exceptionally important. The problem you have, however, is pathing services from Kings Lynn to Kings Cross when the East Coast Main Line will quite literally go to the Thameslink side, and it has been said that Kings Lynn cannot form part of the Thameslink network. Even if it could, considerations have to be made for growing centres which would proclude non stop services - Royston, Letchworth, Stevenage, Welwyn. Similarly, the local services from "Huntingdon and below" need improvement - they're always wedged.
I guess what I'm suggesting is four trains per hour from London Liverpool Street to Cambridge: two calling at Stratford, Tottenham Hale, Bishops Stortford and Cambridge (which could easily go to Kings Lynn), and two which would call at Tottenham Hale, Cheshunt, Broxbourne, Roydon etc - leaving two Stansted Express services in each hour.
I guess the point is that you
could provide a 4 or 8 car Class 379 service every half hour which would actually run to Tottenham Hale (Victoria line, Kings Cross etc) and Stratford (Jubilee, Central, Crossrail) as well as Liverpool Street (highly useful for a growing commuter market).
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Agreed - I'd like to see Thameslink be the catalysts for a re-organisation of services south of the Thames to get away from the muddle of places having more than one London terminus/ conflicting movements...
...whilst there will be a lot of places wanting to be part of the new Thameslink map (especially if it means a direct service to somewhere like Gatwick) I'd prefer Thameslink to stick to being a frequent service (e.g. 4/6/8tph) to a few key corridors rather than a muddle of routes.
As for the arguments in this thread about Kent - are there still the paths spare into London that used to have the "fast" Kent services (before they were replaced by extensions of the semi-fast services)?
Again, sensible. Running Thameslink services
in addition to services from London Bridge is wasteful - especially considering the thoughts and feelings of Mr. McNulty. London Bridge's off peak "outer suburban" network comprises Reigate, Tonbridge and Horsham. What is the point in running these trains, and then ignoring places like Horsham from the network, by running an extra two useless trains per hour to Three Bridges?! This is why I have considered the 8 car off peak services which would divide and head to Tonbridge (half hourly) and Reigate (half hourly). This would also be likely to bring in new business for the likes of First Great Western on the North Downs. People suggesting that a Cross Country or other route from Tonbridge to Reading - absolutely ridiculous. Simply providing a half hourly North Downs service, and a half hourly Redhill - Tonbridge service (with new rolling stock) should be adequate catalyst for growth of that market.
The point of this is rather simple: The new Thameslink services will compliment what we now know as Southeastern and Southern because the entire thing will be one franchise. Sensible, I do believe. I would, however, suggest that Thameslink 'branch out' to really maximise the benefits for all, within reason. Four trains per hour to Dartford, Four to Brighton, Four via Redhill, Four via Catford. It's all "round", and whilst some destinations may be tweaked, the train crew in the local area will sign the traction and the route to permit it.
As for the routes through Kent - you can ably path four trains per hour fast from Victoria to Bromley South via Herne Hill, and four trains per hour fast from Victoria to Bromley South via Catford, whilst still allowing freight to 'happen' from the Channel. My ideas take into consideration local needs, improvements, technical issues and infrastructure constraints. Each point I have made carefully intertwines with another.
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I think that all of the Orpington to Tonbridge paths are presently all being used. The space left by the withdraw of one of the three Ashford services was taken by a service to Tunbridge Wells that replaced the Tunbridge Wells to Gatwick service.
The double tracked section between Orpington and Tonbridge presently has the off-peak serices shown below (with stops between Orpington and Tonbridge shown):
Charing Cross - Sevenoaks (Orpington, Chelsfield, Knockholt, Dunton Green, Sevenoaks) [2tph inner suburban]
Charing Cross - Tunbridge Wells (Orpington, Sevenoaks, Hildenborough, Tonbridge) [2tph outer suburban]
Charing Cross - Hastings (Orpington, Sevenoaks, Tonbridge) [1tph semi-fast south of Tonbridge, 1tph stopping south of Tonbridge]
Charing Cross - Kent Coast (Sevenoaks, Tonbridge) [2tph stopping south of Tonbridge]
The Orpington to Sevenoaks route is the key: A two track section which needs to be served on a local and 'through' basis. Suppose it might be comparable to the route from Doncaster - Wakefield - Leeds.
This is why I have carefully considered how many trains you need: two services from Charing Cross to Ashford, two Thameslink services to Tunbridge Wells, and two Charing Cross to Hastings moves. The Thameslink services would call at Chelsfield (a growing station, especially in peak) and the local service would run to London Cannon Street via Lewisham (through journeys from Sevenoaks once more to that station).
