adrock1976
Established Member
Having stumbled upon the above report (see attachment) while searching for something else (the former Centro plan of Birmingham New Street - Walsall via Aston every 10 minutes, with every 30 minutes to each of Aldridge, Rugeley Trent Valley, and Wolverhampton via Willenhall), this is one of the early reports that propose a post-HS2 service pattern mainly on the Coventry - Birmingham - Wolverhampton - Stafford corridor.
Looking at the diagram on Page 5, it does seem rather too ambitious for the frequency given there is limited scope to enhance the existing line. As can be seen, Coventry - Birmingham International has 8 trains per hour (broadly similar to today - 3 InterCity West Coast, 3 London NW, and the Bournemouth - Manchester InterCity Cross-country), which would also include the present day Southampton/Reading - Newcastle via Doncaster switching to run via Coventry rather than Solihull.
International - New Street is shown as 12tph, New Street - Wolverhampton via Smethwick is shown as 8tph (broadly similar as today, with 2 Crosscountry, 1 West Coast via Preston, 1 Aberystwyth/Chester, 2 local all stations, 2 Liverpool Lime Street, and 2 Shrewsbury local).
Where it gets interesting is that the 2 Liverpools would switch to running via Aston, Walsall, and Rugeley TV between Birmingham and Stafford, likewise with the present day Birmingham - Rugeley TV would also run via Aston instead of Soho. Also, the Birmingham - Walsall would continue to Aldridge, also running via Aston.
The local all stations service Wolverhampton - International would have its frequency doubled to every 15 minutes, except Smethwick Rolfe Street and Adderley Park. Also, Tile Hill would have its frequency doubled - the sole station between International and Coventry to do so. Also, it shows Wolverhampton - Leamington Spa local, which I would interpret that it would not help Leamington Spa - East Midlands Region connectivity, as it would involve 2 changes again.
Looking at that diagram, I have concerns that while it is ambitious, that the present infrastructure would not cope and there being hardly any chance of quad track between Coventry and Wolverhampton (the canal is in the way between Birmingham and Wolverhampton, and the line between Coventry and Birmingham is hemmed in either by residential buildings next to or above the line, or the airport runway. The only way possible for quad track along this section is for British Waterways (or whatever they brand themselves as) is to allow the canal to be drained and converted, with a new replacement canal to compensate between Birmingham and Wolverhampton, and for an earthquake to happen between Birmingham and Coventry so as to rebuild the line as quad track. I am pragmatic enough to realise that none of the three events are likely to happen at all.
Another concern I have is that the diagram shows 6tph Birmingham - Walsall via Aston. Not a problem by itself, but there are also 6tph Cross City between New Street and Aston. Would the timetable be robust enough in the event of delays or disruption, and also, how would freight trains get to and from the yard at Bescot via the direct line between Stechford and Aston?
On a final point, the diagram makes no mention of Willenhall Bilston Street, Darlaston James Bridge, or Soho Road stations being reopened. Either it has been an oversight, or that there were no plans to reopen those at the time of the report.
Looking at the diagram on Page 5, it does seem rather too ambitious for the frequency given there is limited scope to enhance the existing line. As can be seen, Coventry - Birmingham International has 8 trains per hour (broadly similar to today - 3 InterCity West Coast, 3 London NW, and the Bournemouth - Manchester InterCity Cross-country), which would also include the present day Southampton/Reading - Newcastle via Doncaster switching to run via Coventry rather than Solihull.
International - New Street is shown as 12tph, New Street - Wolverhampton via Smethwick is shown as 8tph (broadly similar as today, with 2 Crosscountry, 1 West Coast via Preston, 1 Aberystwyth/Chester, 2 local all stations, 2 Liverpool Lime Street, and 2 Shrewsbury local).
Where it gets interesting is that the 2 Liverpools would switch to running via Aston, Walsall, and Rugeley TV between Birmingham and Stafford, likewise with the present day Birmingham - Rugeley TV would also run via Aston instead of Soho. Also, the Birmingham - Walsall would continue to Aldridge, also running via Aston.
The local all stations service Wolverhampton - International would have its frequency doubled to every 15 minutes, except Smethwick Rolfe Street and Adderley Park. Also, Tile Hill would have its frequency doubled - the sole station between International and Coventry to do so. Also, it shows Wolverhampton - Leamington Spa local, which I would interpret that it would not help Leamington Spa - East Midlands Region connectivity, as it would involve 2 changes again.
Looking at that diagram, I have concerns that while it is ambitious, that the present infrastructure would not cope and there being hardly any chance of quad track between Coventry and Wolverhampton (the canal is in the way between Birmingham and Wolverhampton, and the line between Coventry and Birmingham is hemmed in either by residential buildings next to or above the line, or the airport runway. The only way possible for quad track along this section is for British Waterways (or whatever they brand themselves as) is to allow the canal to be drained and converted, with a new replacement canal to compensate between Birmingham and Wolverhampton, and for an earthquake to happen between Birmingham and Coventry so as to rebuild the line as quad track. I am pragmatic enough to realise that none of the three events are likely to happen at all.
Another concern I have is that the diagram shows 6tph Birmingham - Walsall via Aston. Not a problem by itself, but there are also 6tph Cross City between New Street and Aston. Would the timetable be robust enough in the event of delays or disruption, and also, how would freight trains get to and from the yard at Bescot via the direct line between Stechford and Aston?
On a final point, the diagram makes no mention of Willenhall Bilston Street, Darlaston James Bridge, or Soho Road stations being reopened. Either it has been an oversight, or that there were no plans to reopen those at the time of the report.