Double deckers, auto train operation, 125MPH etc

Link to a new report

http://www.networkrail.co.uk/long-term-planning-process/Wessex-route-study/

As is often the case these things make interesting reading but I wonder whether they are written with deep operational knowledge of railways or more because the report has been commissioned and has to say something.

Double-decker trains will simply not be an option for us.  They take far longer to load and unload at platforms and any increase in capacity is offset by the reduction in line capacity the increased dwell time brings about.  We also have to rebuild a great many bridges and other structures and potentially strengthen for heavier trains an additional number.

I offer the examples of Melbourne and Sydney in Australia which both have close-headway 1500Vdc overhead systems and are thus comparable in terms of traction and operational characteristics.  Melbourne has a single-deck fleet and can run trains at 90-second intervals where signalling permits; Sydney can manage no better than a three minute headway with an all double-deck fleet.  Signalling systems are quite similar.  It is station dwell time which precludes closer headways.  Some trips on both systems take well over an hour end to end but in that time the Melbourne trains cover more miles with shorter dwell times.

Platform and train lengthening is under way.  Some SW suburban routes now have 10-car trains or soon will have.  Where a platform cannot be extended SDO ensures that long trains can still call safely with the rear car(s) doors locked.  It is perhaps surprising that decades after the SE suburban 10-car scheme it has taken this long for the rest of the former SR to catch up.

The SW main lines lend themselves to sustained high speed running and 125mph capability should be investigated.  It will need to be carefully managed.  There is nothing to gain from a semi-fast burning more power to briefly reach a higher top speed only to then apply the brakes for its next stop.  Slower trains need to be kept out of the way of faster ones but there are already four tracks from Waterloo to Worting Junction, through the Southampton area and there are loops at Eastleigh and Wallers Ash in both directions.  An express calling only at Basingstoke, Southampton and points beyond might well benefit from higher line speeds as could the route to Salisbury upon which capacity beyond Worting Junction isn't an issue.  

Reading - Southampton is expected to gain overhead electrification within the next 15 years but that in itself makes no difference to line speeds.  Third-rail pick up at 125mph should be perfectly feasible; it's been proven to above 110mph already.

In my opinion the answers lie in a number of key projects:

1.  Grade-separate the flat junction at Woking;
2.  Upgrade Woking - Eastleigh / Salisbury Tunnel Junction to 125mph where possible;
3.  Increase platform lengths to accommodate 10 car trains in the inner and outer suburban areas where possible;
4.  For those routes which must serve the short platforms at Waterloo (1 -4) which cannot be extended investigate long-term alternatives including rerouting via a future Crossrail 2 from Clapham Junction.
5.  Urgently bring into use all the former International platforms at Waterloo and re-establish the "Windsor side" for those lines which in turn will release more main line platform capacity and may allow 10-car suburban trains into platforms 5 - 8

I'd like to see lines quadrupled from Worting Junction on, but the tunnels from there to Winchester, and at So'ton would prove a stumbling block, from there on quad to Bournemouth or Poole, but probably not beyond to Weymouth. A link at Dorchester to the northbound WR line would be useful since there are no longer connections to north or north west from the Bournemouth/Poole conurbation unless you go 30+ miles eastward to So'ton or Eastleigh, example Salisbury is 29 miles from Bournemouth, yet the rail journey via Eastleigh is in excess of 60 miles.

I still hate Beeching!