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Suggestions on how to boost MML capacity once the current improvements are completed

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Bald Rick

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Well does having platforms impact line speeds?

I ask because on my travels, I’ve seen a 90mph for the Up Fast just south of Platform 4 at Luton - could this not be raised to 100mph or 110mph?

That’s only be example, the only other methods of raising line speeds is remodelling Leicester and it’s approaches/Bedford.

The 90 south of Luton is because of the curve between there and Parkway. Rather difficult to deal without landtake and some expensive civil engineering. Not worth it for a few seconds. Leicester has been / is being dealt with within the main physical constraints, and as everything stops there doing anything more would be a waste of effort.
 
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MissPWay

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Sounds like a good candidate for a 3 state banner at LR259. Can you suggest it to your manager, and make sure he gets it through to NR.

When I was there this was regularly suggested. Network Rail said they would be only too happy to provide one should MML/EMT stump up the cash.

£250,000 was the quoted price. (And this was a few years ago.)

For some strange reason this offer was never taken up.
 

Class 170101

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Get some extra Bi-modes or keep the Meridians and run them closer to maximum length rather than as five car trains.
 

Snow1964

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It’s fairly obvious from the comments above, that overall capacity is constrained by a few pinch points. A couple of long signal sections, some conflicting moves, some slow approaches.

I suspect could probably get some incremental capacity lift of 10-30% by adding a few intermediate signals, some additional or higher speed crossovers, and ideally a couple of flyovers. Individually might not pass a cost-benefit test as it just moves problem to next pinch point along the track, but a package sorting all the worse constraints might produce a good return

Not sure if it would be (economically) better to increase the number of trains or length of trains. Assuming the Thameslink area has 245-250m platforms for 12 x 20m carriages. Does it make sense to try and get Main stations good for 12 x 23m (or even 12 x 26m) so new generation trains can be delivered (or quickly augmented) with a hefty capacity. Network rail has a kit of parts for platform extensions (just look at somewhere like Waterloo suburban 10car extensions, which even including bridging roads as happened at Kingston). Overbridges and tunnel portals are only difficult ones (unless huge money thrown at them), even crossovers can be moved in sections with big cranes with enough will (and money).
 
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Bald Rick

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28 Sep 2010
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29,070
It’s fairly obvious from the comments above, that overall capacity is constrained by a few pinch points. A couple of long signal sections, some conflicting moves, some slow approaches.

I suspect could probably get some incremental capacity lift of 10-30% by adding a few intermediate signals, some additional or higher speed crossovers, and ideally a couple of flyovers. Individually might not pass a cost-benefit test as it just moves problem to next pinch point along the track, but a package sorting all the worse constraints might produce a good return

Not sure if it would be (economically) better to increase the number of trains or length of trains. Assuming the Thameslink area has 245-250m platforms for 12 x 20m carriages. Does it make sense to try and get Main stations good for 12 x 23m (or even 12 x 26m) so new generation trains can be delivered (or quickly augmented) with a hefty capacity. Network rail has a kit of parts for platform extensions (just look at somewhere like Waterloo suburban 10car extensions, which even including bridging roads as happened at Kingston). Overbridges and tunnel portals are only difficult ones (unless huge money thrown at them), even crossovers can be moved in sections with big cranes with enough will (and money).

The long signal sections do not constrain the effective capacity of the MML, as it is constrained between Bedford and West Hampstead by the sheer number of trains and varying stopping patterns. There’s no flyovers or crossovers going to help with that.
 

Verulamius

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The DfT recently published their list of potential enhancements. There was no sign of any Leicester redevelopment.

Has this been put aside?
 

Snow1964

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The long signal sections do not constrain the effective capacity of the MML, as it is constrained between Bedford and West Hampstead by the sheer number of trains and varying stopping patterns. There’s no flyovers or crossovers going to help with that.

Thanks, as someone who is familiar with 4 track sections like Basingstoke - Wimbledon or Gatwick - Clapham Junction where 40+ trains per hour (or 80+ if including both directions) are normal along parts, I hadn’t realised the Midland was that busy nowadays.
 
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