OT - Impact of Crossrail on Heathrow Express
Jul 23, 2013, 3:32 pm
#76
Join Date: Feb 2008
Posts: 1,922
Errrr maybe increased frequencies on the bit with level crossings means the barriers are down more
Jul 23, 2013, 3:44 pm
#77
Join Date: Apr 2005
Location: UK
Programs: IC Hotels Spire, BA Gold
Posts: 8,667
The clue was to link "into existing services". Exactly why and when would the barriers be down more if a link is made to an existing station and pax simply got onto existing train services?
Jul 23, 2013, 4:17 pm
#78
Join Date: Feb 2008
Posts: 1,922
So why are you suggesting the DLR type scheme from T5 to Staines? The level crossings are obviously not an issue here.
If you link into existing services, where is the spare capacity on these trains?
You'd also have to change trains unless Staines was your final destination.
A few hundred million quid for what exactly?
Jul 23, 2013, 4:44 pm
#79
Join Date: Apr 2005
Location: UK
Programs: IC Hotels Spire, BA Gold
Posts: 8,667
The current price for driverless, low speed (circa 30-40mph) overhead DLR style plain line railway, with no intermediate stations or junctions is about £7-8M per mile for the infrastructure. A litle bit different to your "a few hundred million"
Jul 23, 2013, 5:06 pm
#80
Join Date: Feb 2008
Posts: 1,922
I know that, my previous company did all the traffic simulations (including an LX analysis) for the original Airtrack scheme
Errr, because a DLR style scheme from T5 to Staines station allows connectivity into the existing system, using existing services running to the existing timetable...without any change to the level crossing close time. At the moment there is no connection into the Reading and Waterloo services and in the absence of the original Airtrack scheme, a light railway scheme would allow some connectivity.
Well, pretty much every train service in the SE is congested at peak times. A 3-4 car DLR style link every 20 minutes is not going to dump an extra 500-1000 pax into Staines station each time is it?
You've convinced me
No, really? That's the whole idea, as already stated, in the absence of the original Airtrack it is a way of connecting into existing services from Staines. But hey, thats exactly as folks do who catch the HEX and their end destination is not Paddington - they have to change onto the Underground or take a taxi to their end destination. So what's the difference?
The current price for driverless, low speed (circa 30-40mph) overhead DLR style plain line railway, with no intermediate stations or junctions is about £7-8M per mile for the infrastructure. A litle bit different to your "a few hundred million"
Errr, because a DLR style scheme from T5 to Staines station allows connectivity into the existing system, using existing services running to the existing timetable...without any change to the level crossing close time. At the moment there is no connection into the Reading and Waterloo services and in the absence of the original Airtrack scheme, a light railway scheme would allow some connectivity.
Well, pretty much every train service in the SE is congested at peak times. A 3-4 car DLR style link every 20 minutes is not going to dump an extra 500-1000 pax into Staines station each time is it?
You've convinced me
No, really? That's the whole idea, as already stated, in the absence of the original Airtrack it is a way of connecting into existing services from Staines. But hey, thats exactly as folks do who catch the HEX and their end destination is not Paddington - they have to change onto the Underground or take a taxi to their end destination. So what's the difference?
The current price for driverless, low speed (circa 30-40mph) overhead DLR style plain line railway, with no intermediate stations or junctions is about £7-8M per mile for the infrastructure. A litle bit different to your "a few hundred million"
Last edited by hammythehammer; Jul 23, 2013 at 5:18 pm
Jul 23, 2013, 5:24 pm
#81
Join Date: Apr 2005
Location: UK
Programs: IC Hotels Spire, BA Gold
Posts: 8,667
May 24, 2018, 5:26 am
#82
Join Date: May 2010
Location: Greater Manchester
Programs: 𓂀
Posts: 28
Looks like there'll be a surcharge but included in the oyster cap and travelcard's will be permitted.
Elizabeth line passengers travelling between zone 1 stations in central London and Heathrow will be charged £12.10 at peak times and £10.10 off-peak. That is more than double the tube prices of £5.10 peak and £3.10 off-peak.
However, zone 1-6 travelcards will be permitted and the daily cap for multiple journeys will match the price of tube and bus travel of £12.50.
Source
Elizabeth line passengers travelling between zone 1 stations in central London and Heathrow will be charged £12.10 at peak times and £10.10 off-peak. That is more than double the tube prices of £5.10 peak and £3.10 off-peak.
However, zone 1-6 travelcards will be permitted and the daily cap for multiple journeys will match the price of tube and bus travel of £12.50.
Source
May 24, 2018, 5:33 am
#83
Moderator: British Airways Executive Club, Marriott Bonvoy
Join Date: May 2006
Location: Englandshire
Programs: SPG LT Plat, BA G, BD*LG, MG Blue+ ...
Posts: 16,032
This seems a good place to close this old thread and direct further contributions to the UK & Ireland forum, where there’s already been considerable discussion of changes to Heathrow Express / Connect services and fares.
Changes to Heathrow Express conditions. Replacement of Heathrow Connect Service
Changes to Heathrow Express conditions. Replacement of Heathrow Connect Service