You cannot make a case on diversionary routes. They dont happen often enough or be quantified.
Diversionary potential should certainly feed into the business case, even if not the whole case. If it doesn't, it suggests the methodology is flawed.
You cannot make a case on diversionary routes. They dont happen often enough or be quantified.
I did go to Leicester in the early 60s, but don't remember what the passenger services were like, or what exactly worked them. The line seems to have closed to passenger on Sept 7, 1964.
I suspect it would have been a sort of two-hourly stopping service - so 6 or 7 trains a day maximum, but perhaps someone on here will know.
My 1958 LMR timetable shows 9 trains a day each way from Leicester to Burton, with two of them running through to Derby.
Journey time about 65 minutes to Burton.
Some big gaps in services, typical of the era (2-3 hours or more).
Two trains on Sundays, very early and very late.
How do you quantify them then? Put an arbitary value on their usage?
Yes I have! I am working my way through the many replies.
I seem to have opened a few cans of rail worms!
I presume that you have a formula to evaluate, eg the value of (say) inserting a stop on a train in terms of a) the 'damage' done to current passenger loadings/revenues due to increased overall journey times versus b) the extra passenger revenue won by the stop?
So, extending that to back-up routes: surely you could estimate how often a route is used, eg 4 Sundays per year or whatever and factor in how much more attractive that is per passenger. I somehow suspect passengers would far rather be kept on a train for an extra 45 minutes than turfed out onto buses at Leicester. And the pros/cons in pax revenues could then be estimated?
However, in the case of Leicester-Burton, while, if it existed as an available alternative route it would be used at times - we all know that the Melton route already serves for diversions, allowing full engineering possession of Kettering - Leicester (albeit with limited capacity).
INDEED - but she doesn't seem to have returned !
the report (posted by Lincoln, up thread) does mention Swadlincote - pp 24
http://www.hwa.uk.com/site/wp-content/uploads/2015/03/CD-05.pdf
but doesn't agree with you on the population (by a long way!)
Indeed, see pp 24!
The population of Swadlincote increased greatly after the M42 opened when people from the West Midlands discovered that they were virtually giving houses away there. You only have to walk down the High Street now for the accents to tell you where the influx came from. Incidentally, I am a native of Church Gresley and my father was the last booking clerk at Swadlincote station. The local service there went in 1947, but the line was still open for freight (and excursions) until 1962 and the station functioned as an agency, meaning you didn't have to go to Burton to book a ticket from Burton.
Also, although there's been a lot of mentioning of Leicestershire County Council, a re-opened Gresley station (actually in the smaller village of Castle Gresley) would be in Derbyshire.
LAND with the potential to be developed for new rail stations has been protected in the South Derbyshire Local Plan.
The document, which sets out a blueprint for development in the district for the next decade, notes the areas of potential development of railway stations in Castle Gresley, Drakelow and Stenson Fields, near Derby.
Read more at http://www.burtonmail.co.uk/land-fo...9642511-detail/story.html#G4hx5OtIvGVWMjFP.99
Another report was done recently
http://www.hinckleytimes.net/news/local-news/reopening-ivanhoe-line-between-leicester-11417046
£175 million to reopen and £4 million subsidy a year in operating costs. The council was told it was extremely poor value for money and not to pursue it.
I can only imagine it would be done at regional or national level: Perhaps some sort of extension to the cross city route from Litchfield to Leicester via Burton, and some sort of HS2 connectivity in the future under Midlands engine for growth?
Councillors decided not to abandon hope of reinstating the Leicester to Burton line despite investigations showing it would be ‘poor value for money’
The Ivanhoe line is unlikely to be reopened. Should we be surprised?
Is there any reason (apart from Electrification!) that the LM Cross City services to Trent Valley couldn't come as far as Burton and beyond along that line??
As a previous poster has already mentioned, it's a faff changing at Tamworth when there's already a track straight into Lichfield and Birmingham. While we have a burton-lichfield bus service that's just been changed with the loss of some services and increased journey times on others a simple 'A38-free' connection would be brilliant and possibly remove some traffic from the crowed XC services into New Street from Burton
https://www.networkrail.co.uk/East-Midlands-Route-Study-consultation-responses.pdf