A smart HS3 timetable?

First published May 2014, and updated September 2019

Most High Speed routes seem to include only a few stations miles apart from each other; areas in between are deprived of access, and often resent construction because they lose out. What if HS3 were to include loops into existing stations on local networks? We can improve the concept for HS3 by learning from the reactions to HS2 design.

A carefully constructed timetable would allow fast trains to stop infrequently but at different stations.  Everybody would have good access, great connections, and high speed. Win, win!

That's the thinking in Build me a BEAVER which is the second of the Buffalo Future novels; details at Hiss Farm Concepts

Let's integrate HS3 and Crossrail 2

Updated September 2019

Elsewhere I have argued that HS3 should serve maximum population density. Crossrail 2 gained momentum with the announcement in January 2015, covered by Railway Gazette and others, that consultants have been appointed to work up the scheme. How about integrating these projects?

Clearly High Speed and Crossrail would need separate tunnels, but linking the two at some stations would improve access. It would involve smart timetabling.

Crossrail 2 image

I'm not sure we should put London First, as in the campaign above, but ought to consider what would be best for the whole country. In other words, let's add HS3 thinking to the existing Crossrail 2 concept. That would give us great access to and across the city.

HS2 is approved, time to think of HS3

First posted May 2014; updated August 2015, and June 2019

In 2014 HS2 was approved by a massive majority in Parliament, work is underway but some still talk of cancelling the project. What should be the route for HS3 after HS2 is built?

RailUKforums have an excellent blog expressing their views on possible HS3 routes. The thread is closed, however it sets out the arguments.

I think we should start with a population map, such as that in the Guardian which was based on the last census, and focus on areas not served by HS1 or HS2.

Here's what the southern section of the route might look like.  It assumes tunnelling right under London, as per Crossrail [now renamed the Elizabeth Line], with stations beneath Stratford International and Waterloo.  It would connect Stansted and Gatwick.

An additional loop could serve huge populations along the Thames Estuary, and even a new airport. With some slick timetabling, different calling patterns would allow London to Bristol in around an hour stopping twice on the way.

My second Buffalo Future novel envisages life half a century from now, and includes HS3. 

More details here

Could HS3 be built by even smarter machines?

Updated September 2018

The Crossrail tunnelling machines were amazing. I love the idea that, before setting off, each was named after a London role model. They have carved out a huge network connecting station caverns. What if they could have cut out those massive spaces too? How?

Crossrail tunnelling machine by John Sturrock

I've been in touch with the German manufacturers Herrenknecht AG, who were most helpful in referring me to the British Tunnelling Society. There I'll explore my ideas for my next novel, set in the second half of this century. They may seem fanciful now, but so would today's machines 50 years ago.

Existing devices grip on newly bored and lined tunnels, to push forward the rotating cutting head. Would it be possible to include milling arms which could increase the tunnel diameter beyond that of the head?

In turn the gripping mechanisms would need to expand to take hold of the larger tunnel. Lining segments would need careful and variable profile to give strength as the diameter gradually increased. It would take some engineering, but that's already true for today's tunnellers.

Imagine if it was possible. New HS3 or Crossrail 2 stations could be built beneath London without all the traffic jam chaos that occurs now. In fact all kinds of infrastructure could be built beneath us. It is exactly what is envisaged in the third of the Buffalo Future novels, whose storyline is beginning to emerge.   

HS3 Station design and access

There's no point in high speed travel if it takes an age to board. So how do we access different types of station: parkway on the outskirts of a city, underground for mega populations, and those conurbations served by connecting loops? I don't think many terminals will be built because there's little available space. 

High Speed Trains usually connect city centres, unlike most airports, so they have a huge advantage. London St Pancras is a good design, with many transport links, checking in beneath the trains, and multiple platform access points.

Hub-Bugs make sense for quick journeys with luggage: car park to platform, station to airport, any combination really. However, their use underground would require detailed infrastructure design perhaps using lifts. They are perfect for less able passengers. 

When it comes to cycles, either design in real capacity [at the expense of seating] or make it clear only bikes that can fold to become hand luggage are accepted. Tokenism merely frustrates everybody.

The Bronchs would make a huge difference, but that's another story. 

Here's to quality access. 

Poor design increases costs

The Guardian tells us HS2 costs are under review by Sir Jeremy Heywood. I think the design should be scrutinised too.

By Cnbrb (Own work) [CC0], via Wikimedia Commons

Commentators point out that most along the route feel disenfranchised, just bypassed. That need not be the case. Most motorways go past city centres, but connect to local routes. Why not do the same for high speed rail?

Building new surface stations in already crowded and busy cities is a huge proportion of the cost, and of timescale. Why not take a leaf out of Crossrail?

In short, don't just look at the money. Reconsider the design. 

Why should HS2 or HS3 terminate in London?

Updated March 2020

I think high speed railway designers have a fetish for London terminals. St Pancras was refurbished for HS1, and what a brilliant result for a previously largely redundant station.

www.constructionnews.co.uk

However Euston is already the fifth busiest, so squeezing in additional capacity there is a nightmare. Unsurprisingly various reports have suggested a temporary HS2 terminal at Old Oak Common; what nonsense. Prime Minister Johnson thinks throwing more money at the scheme will bring it forward, however it's planning and engineering that's critical. But why have a London terminal anyway?

Crossrail is connecting in beneath existing stations. Why not do the same with these new high speed rail schemes? After all the HS2 London route is already in a tunnel. All the servicing of train sets can then be located outside Town, which is more practical.

And finally, why not continue the line to serve Essex populations so often starved of good connections.

In short, we could do with some joined up thinking to produce a fantastic transport system that joins things up beautifully. And here's a fantastic suggestion that does just that by linking HS1 and HS2.

www.newcivilengineer.com

I wish!

Crossrail sets a challenge for HS2 and HS3

Original post updated with release of HS2 plans

Crossrail Place, in the North Dock of Canary Wharf, sets a high standard for railway stations. With ideas for an eventual HS3 after HS2, we should expect designs that give 'balm to the soul' to quote the late great Humphrey Lyttelton.

The station beneath the dock is capped by a splendid roof garden. It's a refreshing oasis in a desert of concrete, steel, and glass. The greenhouse roof has panels which can adjust their thickness depending on temperature requirements.

If it's any encouragement then grander plans for the HS2 Euston terminal as reported in The Guardian (picture below) are a good sign, even if it delays build. The original was of little imagination.

If we have more jazz in our railway infrastructure I think Humphrey would be pleased, and our souls inspired.

HS3 could build on Crossrail's fine example

Crossrail and the Royal Society for the Protection of Birds (RSPB) have demonstrated first class thinking by using the spoil from tunnelling under London to expand wetlands at Wallasea Island. Avocets are one of the beneficiaries, and that is fitting because they form part of the RSPB logo.

Avocet kneeling allowing chicks to find shelter
under wing © Crossrail

There is an argument, based on population densities, that HS3 should run north south tunnel under London with a loop to the east. It would complement Crossrail's east west route.

Imagine using the spoil to build Boris Island Airport and, rather than filling hard earned tunnel space with ballast, providing additional facilities for other services.

Smart HS3 build

The video for Indiegogo's solar roadways may be OTT but the idea is excellent. Intelligently designed solar modules robustly link to harness power and use it wisely.

Just as it makes sense to built larger tunnels which can include additional services so it makes even more sense to build modular solar components into the tracks above ground. Trains will already have regenerative braking so collecting solar power should be no problem.

Too often we have been one track minded!

What do you think?

Elder Adok