GB2547697A - Transport network - Google Patents

Abstract

The railway network has first and second rail lines sharing at least a portion of the same track corridor; the first line 110 has a hub station 112 where passengers can transfer to access an airport 102; the second rail line 106 provides a through service via the airport. The first rail line may be a main line providing direct access to stations serving cities or towns of different populations, with the hub located half way between them as measured by time, distance, or number of intermediate stops; a third freight line 117 may depart from the first line at one side of the hub station and cross over at the other side to connect with the second rail line, which may be an express line to the airport, running alongside a major road. The hub may have platforms for trains running at different frequencies so they may arrive at the same time as each other; airport security may be provided so passengers travel air-side from the hub, with a separate baggage transit system, on a train link between the hub and the airport provided as an extension of an existing train link to the airport from a population center.

Description

Transport network Field of invention

This invention relates to a transport network, in particular to a railway network. Background

Demand for high-quality rail links has increased in recent years, however substantive redesign of railway networks is significantly constrained by available land, the difficulty of constructing new infrastructure without adversely affecting the operation of existing services and the consequent high cost of capacity improvements. Marginal improvements to the efficiency of the service can only create a certain level of improvement. Thereby, an improvement to a railway network whereby largely existing infrastructure can be utilised at an improved efficiency would be desired.

The South-East of England has a particular problem with rail networks due to the related issues of a high population, lack of space and the need for large numbers of passengers and staff to access a large international airport.

According to one aspect of the present invention there is provided a railway network comprising: a hub station serving an airport; a first rail line, wherein passengers on said first rail line transfer at said hub airport to access said airport; and a second rail line directly accessing said airport and sharing at least a portion of the same track corridor as said first line, said second rail line providing a through service via said airport.

Such an arrangement may provide an efficient use of rail resource so as to improve utilisation of limited rail capacity.

Preferably, for access to a population centre said first rail link provides direct access to a population centre.

Preferably, for access to an airport second rail line provides access to a population centre via said airport.

Preferably, for increased utility the rail network further comprises a third rail line providing a through service via said airport.

Preferably, for efficient use of rail resource said third rail line shares at least a portion of the same track corridor as said second rail line.

Preferably, to reduce negative impacts said third rail line follows a major road corridor. Preferably, said third rail line comprises a Crossrail extension.

Preferably, said first rail line comprises a more major population centre station and less major population centre station.

Preferably, said hub station is positioned between one and two thirds of the way, preferably between three and five eights, more preferably half way between said more major and less major population centre stations. This may be by number of intermediate stopping stations, by distance and/or by time.

In one example, said less major population centre station is Reading and said more major population centre station is London Paddington.

Preferably, said hub station comprises a less frequently stopping train platform and a more frequently stopping train platform. This may allow for a flexible service to be provided to passengers.

Preferably, said less frequently stopping train platform and said more frequently stopping train platform are disposed on opposing sides of a single platform. This may allow simple interchange between different services.

Preferably, in use, said less frequently stopping trains stop at said less frequently stopping train platform and more frequently stopping trains stop at said more frequently stopping train platform at substantially the same time. This may allow passengers to interchange without waiting at the station.

Preferably, said first rail line further comprises a rail connection departing from said line at a first side of said hub station and crossing said first rail line a second side of said hub station. This may allow trains to depart from said first rail line whilst reducing the interference with the operation of said rail line.

Preferably said rail connection provides access to the airport for freight.

Preferably, said first side of said rail connection is more distal than said second side of said hub station with respect to the more major population centre station.

Preferably wherein said rail connection connects with said second rail line after crossing said first line. This may provide further flexibility for routes and/or resilience for the network.

Preferably, said hub station comprises airport security so that passengers travel air-side to said airport. This may provide a simpler journey for users.

Preferably, said access to the airport from said hub airport comprises a separate baggage transit system. This may provide a simpler journey for users.

Preferably, said second rail line follows a major road corridor.

Preferably, said rail network further comprises a train link between said hub station and said airport.

Preferably, said train link comprises an extension of an existing train link to said airport from a population centre. In one example, the train link is the London Underground Piccadilly line.

In one example, the airport is London Heathrow airport.

In one example, the first rail line comprises the Great Western Main Line.

In one example, the second rail line comprises the Heathrow Express line.

According to another aspect of the present invention there is provided a railway network comprising: a railway line; a station on said railway line; and a rail connection departing from and crossing said railway line; wherein said rail connection departs from said railway line at a junction one side of said station, and crosses said railway line the other side of said station. This may provide a more efficient rail network.

Preferably, said railway line splits at a junction on one side of said station and recombines at a junction on the other side of said station; wherein the station comprises a platform positioned between said split railway lines. This may allow multiple trains to access the station at the same time.

Preferably, said split junction is closer to said station than the junction at which the rail connection departs from said railway line. This may reduce the number of tracks the rail connection is required to cross.

Preferably, said recombination junction is positioned closer to said station than the junction at which the rail connection crosses said railway line. This may reduce the number of tracks the rail connection is required to cross.

Preferably, said junction at which the rail connection crosses said railway line comprises a grade separated junction. This reduces the chance of interference between the rail connection and the rail line.

Preferably, said rail connection is bi-directional. This may allow a more flexible service.

Preferably, wherein said station comprises means for two or more trains travelling in the same direction to stop at substantially the same time. This may allow for multiple trains travelling the same direction to avoid conflict with a train on the rail connection. Preferably, said means comprises a junction splitting said rail line thereby allowing two trains on the same line to access the station at substantially the same time.

Preferably, said station comprises a platform positioned after said split of said rail line so that said two trains are able to access said station on opposing sides of the same platform.

According to another aspect of the present invention there is provided a method of scheduling a first and second train, the method comprising: directing the first train to depart said departing station towards said interchange station; directing the second train to depart said departing station towards said interchange station a time X1 after said first train departs, the second train having a greater average speed than said first train so that the two trains arrive at said interchange station at substantially the same time. This method may provide a more efficient service for passengers.

Preferably, said first and second trains wait at said interchange station for an overlapping period so as to allow passengers to interchange.

Preferably, said first and second trains wait at opposing sides of the same platform at said interchange station.

Preferably, said first and second trains utilise the same rail track between said departing station and said interchange station. This may allow for efficient use of rail resource.

Preferably, said first train stops at a greater number of intermediate stations than said second train. This may provide passengers with a flexible network.

Preferably, said second train departs said interchange station towards a further station before said first train departs towards said further station. This may avoid a further need for the trains to overtake one-another.

Preferably, said second train arrives at said further station at a time X2 before said first train; wherein X2 is approximately the same as X1. This may assist in providing a regular service for passengers.

Preferably, X2 is plus or minus 30% of Xi; more preferably, plus or minus 15% of Xi; yet more preferably, plus or minus 5% of X1.

Preferably, so as to provide a regular service, said interchange station is between one third and two thirds of the distance; more preferably, between three eights and five eighths of the distance; yet more preferably, approximately half way, between said departing station and said further station.

Preferably, so as to provide a regular service, the number of intermediate stations said first train stops at between said departing station and said intermediate station is approximately the same as the number of intermediate stations said first train stops at between said intermediate station and said further station.

Preferably, the number of intermediate stations said first train stops at between said departing station and intermediate station is plus or minus 5 of the number of intermediate stations said first train stops at between said intermediate station and said further station. More preferably, the number of intermediate stations said first train stops at between said departing station and intermediate station is plus or minus 2 of the number of intermediate stations said first train stops at between said intermediate station and said further station. Yet more preferably, the number of intermediate stations said first train stops at between said departing station and intermediate station is the same as the number of intermediate stations said first train stops at between said intermediate station and said further station.

According to a further aspect of the present invention there is provided a railway network comprising: a train line comprising a departing station and an interchange station; a junction between said departing station and interchange station; said junction splitting said line into at least two lines so that two trains on said line are able to access said interchange station at substantially the same time. Such a rail network may provide for a simple and efficient interchange for passengers.

Preferably, said interchange station comprises a platform positioned between said two lines so that said two trains access said station at opposing sides of said platform.

Preferably, the railway network further comprising a plurality of intermediate stations between said departing and said interchange stations, wherein only some trains stop at said intermediate stations.

The invention extends to any novel aspects or features described and/or illustrated herein. Further features of the invention are characterised by the other independent and dependent claims

Any feature in one aspect of the invention may be applied to other aspects of the invention, in any appropriate combination. In particular, method aspects may be applied to apparatus aspects, and vice versa.

Furthermore, features implemented in hardware may be implemented in software, and vice versa. Any reference to software and hardware features herein should be construed accordingly.

Any apparatus feature as described herein may also be provided as a method feature, and vice versa. As used herein, means plus function features may be expressed alternatively in terms of their corresponding structure, such as a suitably programmed processor and associated memory.

It should also be appreciated that particular combinations of the various features described and defined in any aspects of the invention can be implemented and/or supplied and/or used independently.

The invention extends to methods and/or apparatus substantially as herein described with reference to the accompanying drawings.

The invention will now be described by way of example, with references to the accompanying drawings in which:

Figure 1 is a schematic map of an example transport network serving an airport;

Figure 2 shows the transport network of Figure 1 including a rail connection;

Figure 3 shows the transport network of Figure 2 including an additional rail line;

Figure 4 shows the transport network of Figure 3 including a continuation of the rail connection of Figure 2;

Figure 5(a) shows an example track layout for a hub station;

Figure 5(b) shows the track layout of Figure 5(a) including a rail connection; and Figure 6 is a schematic map of a transport network implemented in the South East of the United Kingdom.

Detailed description

The present invention relates to a transport network incorporating a station serving an airport. Airports are often served by designated ‘express’ trains which run from a city to and from an airport. However, such services, whilst convenient for users travelling solely between a city and an airport, often run at very low capacity, in particular during peak hours. This is because airport services need to run at high frequencies in order to attract time sensitive airport passengers to use rail. However the smaller number of airport passengers compared to non-airport passengers (even where trains serve a densely populated city) results in low load factors and therefore an inefficient use of scarce rail network capacity. Airport services also prevent other trains (for example, commuter or inter-city trains) from using the same network at a potentially increased efficiency.

The present invention offers a solution in so far as enabling a frequent service to an airport whilst making the most efficient use of network resources.

In the below description, the term ‘city station’ may be understood to include a station in, or providing access to, a population centre such as a city. The term ‘intercity station’ may be understood to include a station in, or providing access to, a less major population centre as compared to a city. The term ‘hub station’ or ‘hub’ may be understood to include a station or other transport infrastructure providing access to more than one form of transport, potentially of different types (e.g. inter-city rail and mass-transit).

Figure 1 shows a schematic of a simplified transport network around an airport 102 comprising two airport stations 104. An express train line 106 serves this station from a city station C1. Another train line 110 which serves the city from stations such as S1 is provided which shares the same rail corridor as the express service 106 for a section towards the city from the airport. Train line 110 may be used by commuters or inter-city travellers who do not wish to go to the airport 102. A hub station 112 is provided on train line 110 providing access to the airport 102 via a transit system 111 to the airport stations 104. By providing a hub station 112 on an existing train line serving a city means that only a relatively small increase in journey time is introduced for commuters / inter-city travellers and a fast, frequent service to the airport is afforded for air passengers and airport staff.

The transit system 111 for passengers may be an automated system, for example driverless trains, which travel the relatively short distance to and from the hub station 112 and the airport terminals served by the airport stations 104. Such a system minimises waiting time for passengers arriving at the hub station 112 wishing to travel to the airport terminals.

In one example, passengers may pass through airport security at the hub station 112. This reduces the need to increase capacity of the existing security infrastructure at the airport 102.

Furthermore, users may be able to check in baggage which is then transported to their airport via a separate transit system following the same alignment as the passenger system. As above, this reduces the need to increase the capacity of the existing baggage handling system on the basis of increased passenger numbers, and simplifies the passengers’ ongoing journey to the airport.

In such a scenario, following security at the hub station 112, the remainder of the users’ journeys are under ‘air-side’ conditions, and are separated from users accessing the airport via different routes.

The network shown in Figure 1 also includes a train line 113 terminating at the airport from the city. Such a route provides an alternative route from the city to the airport 102, but does not increase the efficiency of the route 110 from the direction of station S1 to the city.

Train line 114 is provided which is a continuation of line 106. Terminating trains are typically less efficient than through trains as all passengers must disembark, and the driver walk to the other end of the train before it can depart. In the arrangement of Figure 1, through trains are utilised as there are routes through the airport which are useful to passengers, for example from station S3 to the city C1. Line 114 follows the same track corridor as line 113, but continues away from the city. This line provides an alternative route to the city (via the airport) for commuters, intercity passengers and airport passengers. Such a route increases the utilisation of train line 106 by introducing nonairport passengers. This results in the same number of trains per hour on the existing shared section of railway, but an increased number of passengers per train.

In one example, the shared section of railway between lines 113 and 114 follows a major road corridor, for example, a motorway corridor. This avoids the need for junctions with minor roads (such as level-crossings which introduce delays on roads, or grade separation which are costly to build and maintain), and also is less objectionable to local residents from a visual and audial perspective.

Figure 1 also shows a freight train line 116a accessing an area near the airport 102, for example to deliver aircraft fuel and/or air-freight to be loaded onto aircraft and/or delivery or removal of material and waste in connection with construction activities on and around the airport. This line is provided for trains arriving from the city. Freight trains wishing to access the airport from the direction of station S1 are required to pass the line 116a to an area where it is possible for the locomotive to run round the train in order to reverse direction. This introduces a significant delay in such trains accessing the airport and reduces the capacity of the lines in each direction for passenger trains.

Figure 2 shows the same rail network as that shown in Figure 1, but including a rail connection 116b providing access to an area near the airport 102 directly from station S1, simplifying operation for some freight trains and increasing the capacity of the rail network.

Freight connection 116b allows for a designated track for freight trains, as opposed to such trains having to cross tracks intended for passenger trains. This avoids the situation where freight trains travel towards the city going past the hub station 112 and then reverse back along line 116a, which is a slow process and can affect the operation of passenger-carrying lines. Such a connection 116b improves the capacity of the network for freight services without adversely affecting capacity for passengers. Providing such a connection allows passenger-carrying trains to ‘overtake’ freight trains by passing through hub station 112, reducing or removing the need for sidings or ‘up goods’ lines elsewhere for freight trains to pull into to allow other trains to overtake. The radius of curvature of the connection 116b is configured for the particular length and design of freight trains intended to use it.

Figure 3 shows a further addition to the rail network in the form of a line 118 providing a through-service from the city to a station S2 via the airport 102. Station S2 is closer to the city than the airport 102 on line 113. Through services are more efficient than stopping services as they spend less time stopped at the station. By providing a through service to a station S2 via the airport 102 allows a fast connection to the airport 102 from the city without congesting the airport station 104 by requiring a train to stop, empty of passengers, and reverse back the way it came. This action can be performed at a station S2 as opposed to at the congested airport station 104, which also provides passengers an alternative route into the city, alleviating the pressure on line 113.

Figure 4 shows the same network as shown in Figure 3, but freight connections 116a and 116b continue as line 117 which connects to one or more of the rail lines 113, 114 and/or 118, Such a continuation provides access to an area near the airport 102 (e.g. for freight) from locations not on line 110. Such a continuation may also be used by passengercarrying trains which increases the flexibility and resilience of the network.

The placement of the hub station 112 allows for particularly efficient operation. In the example shown, the hub station 112 is approximately equidistant (in terms of intermediate stations and actual distance) between an intercity station S1 and the city station C1. This allows for an efficient mix of different speed class trains (e.g. ‘slow1 services that stop at relatively more intermediate stations (labelled ‘A’ in Figure 5), and ‘express’ services that stop at relatively fewer intermediate stations (labelled ‘13’ in Figure 5)). In such a way, the hub station 112 can be used as an interchange station. A relatively more frequently stopping service A (i.e. a ‘slow train’) leaves station S1 towards C1; a certain time ‘X-i’ later, a relatively less frequently stopping service B (i.e. an ‘express train’) leaves S1. The relatively more frequently stopping service A arrives at the hub station 112 shortly before the relatively less frequently stopping service B at opposing sides of the same platform. Passengers can interchange by walking between trains. Such an arrangement allows passengers who require to embark or to disembark at an intermediate station to take advantage of an express service up to the hub station 112. This makes the express services B an attractive alternative for passengers from station S1 compared to long distance services originating from or going to stations beyond S1. This effectively provides more capacity for long distance passengers without increasing the number of trains.

The relatively less frequently stopping train B then departs shortly before the relatively more frequently stopping train A, and arrives at the city station C1 approximately ‘X2’ minutes before the relatively more frequently stopping train A. A timetable can be created which provides a regular service utilising the network efficiently. A relatively more frequently stopping train A (‘slow train’) departs from a departing station, then at a time ‘Xi’ later, a relatively less frequently stopping train B (‘express train’) departs. As the ‘slow train’ A stops more frequently than the ‘express train’ B, the express train B catches up to the slow train A. This occurs at an interchange station 112 where passengers can interchange between services as necessary. The increased average speed (Δνι) of the express train B over the distance between the departing station and interchange station (Di) is thus: Δνχ = —.

Xi

The ‘express train’ B then departs and arrives at a further station at a time ‘X2’ before the ‘slow train’ A. In order to create a regular service, Xand X2 are preferably similar (Xt « X2). In one example, Xi and X2are plus or minus 30% of one-another, preferably plus or minus 15%, and preferably plus or minus 5% of one-another. This puts a constraint on the increased speed of the express train B compared to the slow train A over the first and second parts of the journey. (1)

The increase in speed of the ‘express train’ B compared to the ‘slow train’ A is predominately determined by the number of additional stops the ‘slow train’ A makes (n): (2)

(3)

In the case where Di and D2 are approximately the same, the number of additional stops on each leg would also be approximately the same so as to provide a regular timetable. In one example, the number of stops in each leg is within 5 of each other, preferably between 2, and more preferably the same.

Other arrangements could be envisaged, for example where D2 is larger than D1, and therefore there are fewer intermediate stops on the second leg than the first leg (or vice versa).

It should be noted that there may be other factors which affect the increased speed of an ‘express train’ B (for example, a different type of train with a higher top speed), and that this would mean Equation (1) would be used as opposed to equation (3).

The placement of the hub station 112 allows for a regular timetable to be provided whilst ensuring both trains will be at the hub station 112 at the same time. For example, if the journey time for the slow train A is 1 hour, and the express train B is 30 minutes, the following timetable could be provided with a hub station at the half-way point:

Table 1: Example timetable

As can be seen, four equally spaced-apart trains depart from station S1 and arrive equally spaced apart at station C1, whilst stopping at the hub station at the same time as another train to allow for passengers to interchange. Such a timetable could be duplicated, for example, so that there are 8 trains per hour rather than the four listed above. Furthermore, the timetable could be extended by duplicating the arrangement of Figure 5(a), for example by providing three or four platforms instead of two.

Figure 5(a) shows an example track layout allowing for the express/stopping service described above. The track going towards the city station C1 splits at a junction before the hub station 112 and a relatively more frequently stopping train A pulls into the platform. A relatively less frequently stopping train B pulls into the opposing side of the same platform shortly after. Both trains then wait at the platform, allowing passengers to interchange as required by walking across the platform. The relatively less frequently stopping train B then departs shortly before the relatively more frequently stopping train A. A similar arrangement is provided for trains going away from the city. Such an arrangement allows a single track to be used by both ‘express’ and ‘slow’ services without the trains interfering with one-another.

Figure 5(b) shows the same track layout as shown in Figure 5(a), but including freight paths 116a and 116b. In such a way, freight trains avoid passenger-carrying tracks around the station, and therefore avoid conflict with passenger trains. Freight connections 116a and 116b are shown crossing the passenger-carrying line 110 by way of a grade separated junction such as an underpass or bridge; this avoids conflicts between passenger trains and freight trains which have the effect of reducing network capacity. As can be seen from Figure 5(b), the freight connection 116b departs from line 110 at a junction before the tracks split going into the station 112. The freight connection 116b then crosses the line 110 at a junction after the tracks split after the station 112. This provides simpler junctions and therefore takes less space and is easier to manage.

In use, a freight train approaching the station 112 from the West (from left to right on Figure 5(b)) departs line 110 at a point before the station 112, and before the passenger carrying lines split for ‘slow’ and ‘express’ services. The freight train then loops around the station 112 and crosses the line 110 at a grade-separated junction after the station 112. The freight trains can then access an area such as a depot, or other train lines as indicated by line 117 in Figure 4. For trains departing the depot, or other line 117, they utilise the appropriate bi-directional single track 116a or 116b depending on the direction required. If returning to the West (to the left on Figure 5(b)), the train is required to cross the Eastbound line 110. Such an activity may require signalling so as it does not interfere with passenger-carrying trains. A similar approach may be taken for trains coming from the East (from right to left on Figure 5(b)).

The arrangement of the rail connection 116b and the hub station 112 as an interchange station provides a further advantage of multiple trains on a line in a particular direction being able to ‘overtake’ a freight train whilst passing through the hub station 112. For example, the arrangement shown in Figure 5(b) allows two passenger-carrying trains (A and B) travelling from West to East to ‘overtake’ a freight train at the same time. Such an arrangement, together with suitable timetabling, reduces the need for passenger carrying trains to wait behind freight trains for an opportunity to overtake - and thus minimise any associated infrastructure (such as signalling and additional track crossings).

In one example the freight connections 116a and 116b are single-track, bi-directional connections. Alternatively, two uni-directional tracks could be provided for one or both connections, for example if frequency of use necessitated this.

It should be appreciated that the features shown in Figures 1-5 may be provided independently of one-another; for example the additional line 118 shown in Figure 3 may be provided in a network without the freight connection 116b.

Heathrow Airport

The transport network described above is particularly suited for providing access to Heathrow airport in the South East of the United Kingdom. This area has a very congested rail network, but one in which the express trains to the airport run significantly below full capacity. Furthermore, access to Heathrow from locations other than London typically requires passengers to interchange in London, adding to journey times.

Figure 6 shows a schematic map of the transport network, with common reference numerals indicating analogous elements in Figures 1,2 3, and 4 implemented in the South East of the United Kingdom.

The network described herein adopts an integrated approach to rail planning and provides greater benefits (to airport passengers, non-airport passengers, and freight operators), higher rail revenues and lower environmental impacts. Key elements include: 1. Construction of a new hub station (112) on the Great Western Main Line (GWML - line 110) between existing stations at Iver and West Drayton, to enable direct services between Heathrow airport and destinations in the Great Western catchment area. The hub station 112 provides significantly faster rail journey times to and from the airport 102, and, unlike the alternative “WRAtH” proposal (Western Rail Access to Heathrow), avoids the need for the majority of passengers to interchange at Reading (S1). 2. Construction of a section of new railway immediately alongside the eastern side of the M25 between Terminal 5 (T5) and a connection to the Virginia Water - Weybridge route north of Chertsey at its crossing of the motorway. This new section of railway provides advantages including: • Providing a high quality rail link 114 from towns such as Basingstoke, Guildford and Woking to Heathrow (c16 minutes from Woking to Terminal 5). • Through integration with Heathrow Express (HEx) paths 106 on the Great Western Main Line east of the Airport Junction, making optimum use of scarce network capacity. • providing a high quality connection to HS2 at Old Oak Common, direct access to the proposed Old Oak Common development site. • An attractive alternative route from Woking and beyond to central London, giving relief to the heavily congested South Western Main Line 113 and the Underground lines serving Waterloo.

The design of the Hub interchange 112, located north of the airport, allows fast “Crossrail Express” services calling only at the Hub station 112 between Reading (S1) and Paddington (C1), and then going on to serve all central London stations and the eastern branches.

These express services provide attractive services for London passengers from Reading, relieving capacity on GWML long distance services, and providing cross platform interchange at the Hub with stopping services. The 8 minute journey time penalty compared to non-stop Reading-Paddington services would be more than compensated by avoiding the need for an interchange between GWML and Crossrail services at Paddington. A west facing chord on the Great Western Relief (Slow) Lines allows freight trains from the west to access the Colnbrook branch 116b without the need to reverse at Acton or West Drayton which would conflict with Crossrail services.

This benefits intermodal services. It would also be possible to extend the Colnbrook branch 116b to the south to provide a connection with new section of railway 117 south of Heathrow Terminal 5 104 and therefore the South Western Main Line, increasing flexibility and network resilience.

We propose an extension of the Piccadilly Line to the Hub interchange 112, opening up new journey opportunities to the west of London. This may be in the form of transit line 111, or as a separate line (for example, if the transit line 111 is ‘air side’).

To the south of the airport 102, our proposals allow fast direct services between the airport and the South Western Main Line (SWML), and avoid the problem of uncompetitive journey times and extended level crossing barrier downtimes that led to the failure of the previous Airtrack scheme promoted by BAA .

This allows direct trains to Woking, Basingstoke (and potentially on to Southampton) and Guildford (potentially Portsmouth). Importantly these services would run through the airport and make use of the existing HEx paths to run through to Paddington. By providing direct access to Crossrail, these would be attractive to non-airport passengers, taking only 10 minutes longer from Woking to Paddington than existing fast services to Waterloo.

These would provide valuable capacity relief, not only to the heavily constrained SWML but also to the London Underground network serving Waterloo.

The transport network as envisaged herein provides a modal shift from road to rail which reduces emissions and thus assists in meeting legally binding air quality limits.

The addition of rail connections 116 provides the facility to transport materials and consumables (such as fuel, building materials and waste) to and from the airport 102. In the event of an airport expansion, there would be an increased need for fuel, waste removal and building materials. A freight connection to an airport is more flexible, and capacious for such goods compared to pipelines or road haulage. Such an airport expansion would also bring an increased demand for passenger capacity so it is important for the freight paths to provide additional capacity without displacing or otherwise adversely affecting passenger-carrying paths.

The railway network described herein allows for trains to overtake one-another in-between Reading and Paddington by way of a ‘dynamic loop’ at the hub station 112. This avoids the need for designated overtaking train lines requiring trains to cross tracks. The journey time impact of overtaking is potentially minimised as the Hub station layout provides a “dynamic loop” in each direction, between Iver and West Drayton towards London, and between Heathrow Hub and Iver towards Reading

The hub station’s location is also well situated for this purpose - approximately equidistant between Paddington (C1) and Reading (S1) - in one example 14 miles from

Paddington and 22 miles from Reading, with 7 stations towards Paddington and 7 towards Reading. A “Crossrail Express” train which does not stop at any such intermediate stations will take only 8-10 minutes longer than current Intercity direct services from Reading, and would be attractive for many Reading commuters, as it provides a direct service to central London Crossrail stations, avoiding the need to interchange at Paddington.

Alternatives and modifications

Various other modifications will be apparent to those skilled in the art for example, intermediate stations may be provided between any two stations depicted in Figures 1-6.

Furthermore, it should be appreciated that the hub station 112 may not be precisely equidistant from stations S1 and C1. In one example it is approximately one third to one half of the way from either station. This may be in terms of distance, time taken, or number of intermediate stations (for example).

It will be understood that the present invention has been described above purely by way of example, and modifications of detail can be made within the scope of the invention.

Reference numerals appearing in the claims are by way of illustration only and shall have no limiting effect on the scope of the claims.

Claims (60)

Claims

1. A railway network comprising: a hub station serving an airport; a first rail line, wherein passengers on said first rail line transfer at said hub airport to access said airport; and a second rail line directly accessing said airport and sharing at least a portion of the same track corridor as said first line, said second rail line providing a through service via said airport.

2. A railway network according to claim 1 wherein said first rail link provides direct access to a population centre.

3. A railway network according to claim 1 or 2 wherein second rail line provides access to a population centre via said airport.

4. A railway network according to any preceding claim further comprising a third rail line providing a through service via said airport.

5. A railway network according to claim 4 wherein said third rail line shares at least a portion of the same track corridor as said second rail line.

6. A railway network according to claim 5 wherein said third rail line follows a major road corridor.

7. A railway network according to any of claims 4 to 6 wherein said third rail line comprises a Crossrail extension.

8. A railway network according to any preceding claim wherein said first rail line comprises a more major population centre station and less major population centre station.

9. A railway network according to claim 8 wherein said hub station is positioned between one and two thirds of the way, preferably between three and five eights, more preferably half way between said more major and less major population centre stations.

10. A railway network according to claim 8 wherein said hub station is positioned between one and two thirds of the way, preferably between three and five eights, more preferably half way between said more major and less major population centre stations by number of intermediate stopping stations.

11. A railway network according to claim 8 wherein said hub station is positioned between one and two thirds of the way, preferably between three and five eights, more preferably half way between said more major and less major population centre stations by distance.

12. A railway network according to claim 8 wherein said hub station is situated between one and two thirds of the way, preferably between three and five eights, more preferably half way between said more major and less major population centre stations by time.

13. A railway network according to any of claims 8 to 12 wherein said less major population centre station is Reading and said more major population centre station is London Paddington.

14. A railway network according to any preceding claim wherein said hub station comprises an less frequently stopping train platform and a more frequently stopping train platform.

15. A railway network according to claim 14 wherein said less frequently stopping train platform and said more frequently stopping train platform are disposed on opposing sides of a single platform.

16. A railway network according to claim 15 wherein, in use, said less frequently stopping trains stop at said less frequently stopping train platform and more frequently stopping trains stop at said more frequently stopping train platform at substantially the same time.

17. A railway network according to any preceding claim wherein said first rail line further comprises a rail connection departing from said line at a first side of said hub station and crossing said first rail line a second side of said hub station.

18. A railway network according to claim 17 wherein said rail connection provides access to the airport for freight.

19. A railway network according to claim 17 or 18 wherein said first side of said rail connection is more distal than said second side of said hub station with respect to the more major population centre station.

20. A railway network according to any of claims 17 to 19 wherein said rail connection connects with said second rail line after crossing said first line.

21. A railway network according to any preceding claim wherein said hub station comprises airport security so that passengers travel air-side to said airport.

22. A railway network according to claim 21 wherein said access to the airport from said hub airport comprises a separate baggage transit system.

23. A railway network according to any preceding claim wherein said second rail line follows a major road corridor.

24. A railway network according to any preceding claim further comprising a train link between said hub station and said airport.

25. A railway network according to claim 24 wherein said train link comprises an extension of an existing train link to said airport from a population centre.

26. A railway network according to claim 23 or 24 wherein said train link is the London Underground Piccadilly line.

27. A railway network according to any preceding claim wherein said airport is London Heathrow airport.

28. A railway network according to any preceding claim wherein said first rail line comprises the Great Western Main Line.

29. A railway network according to any preceding claim wherein said second rail line comprises the Heathrow Express line.

30. A railway network comprising: a railway line; a station on said railway line; and a rail connection departing from and crossing said railway line; wherein said rail connection departs from said railway line at a junction one side of said station, and crosses said railway line the other side of said station.

31. A railway network according to claim 30 wherein said railway line splits at a junction on one side of said station and recombines at a junction on the other side of said station; wherein the station comprises a platform positioned between said split railway lines.

32. A railway network according to claim 31 wherein said split junction is closer to said station than the junction at which the rail connection departs from said railway line.

33. A railway network according to claim 31 or 32 wherein said recombination junction is positioned closer to said station than the junction at which the rail connection crosses said railway line.

34. A railway network according to any of claims 30 to 33 wherein said junction at which the rail connection crosses said railway line comprises a grade separated junction.

35. A railway network according to any of claims 30 to 34 wherein said rail connection is bi-directional.

36. A railway network according to any of claims 30 to 35 wherein said station comprises means for two or more trains travelling in the same direction to stop at substantially the same time.

37. A railway network according to claim 36 wherein said means comprises a junction splitting said rail line thereby allowing two trains on the same line to access the station at substantially the same time.

38. A railway network according to claim 37 wherein said station comprises a platform positioned after said split of said rail line so that said two trains are able to access said station on opposing sides of the same platform.

39. A method of scheduling a first and second train, the method comprising: directing the first train to depart said departing station towards said interchange station; directing the second train to depart said departing station towards said interchange station a time X! after said first train departs, the second train having a greater average speed than said first train so that the two trains arrive at said interchange station at substantially the same time.

40. A method according to claim 39 wherein said first and second trains wait at said interchange station for an overlapping period so as to allow passengers to interchange.

41. A method according to claim 40 wherein said first and second trains wait at opposing sides of the same platform at said interchange station.

42. A method according to any of claims 39 to 41 wherein said first and second trains utilise the same rail track between said departing station and said interchange station.

43. A method according to any of claims 39 to 42 wherein said first train stops at a greater number of intermediate stations than said second train.

44. A method according to any of claims 39 to 43 whereby said second train departs said interchange station towards a further station before said first train departs towards said further station.

45. A method according to claim 44 wherein said second train arrives at said further station at a time X2 before said first train; wherein X2 is approximately the same as X^

46. A method according to claim 45 wherein X2is plus or minus 30% oiX^

47. A method according to claim 45 wherein X2is plus or minus 15% oiX^

48. A method according to claim 45 wherein X2is plus or minus 5% oiX^

49. A method according to any of claims 44 to 48 wherein said interchange station is between one third and two thirds of the distance between said departing station and said further station.

50. A method according to any of claims 44 to 48 wherein said interchange station is between three eights and five eighths of the distance between said departing station and said further station.

51. A method according to any of claims 44 to 48 wherein said interchange station is approximately halfway between said departing station and said further station.

52. A method according to any of claims 44 to 51 wherein the number of intermediate stations said first train stops at between said departing station and said intermediate station is approximately the same as the number of intermediate stations said first train stops at between said intermediate station and said further station.

53. A method according to claim 52 wherein the number of intermediate stations said first train stops at between said departing station and intermediate station is plus or minus 5 of the number of intermediate stations said first train stops at between said intermediate station and said further station.

54. A method according to claim 52 wherein the number of intermediate stations said first train stops at between said departing station and intermediate station is plus or minus 2 of the number of intermediate stations said first train stops at between said intermediate station and said further station.

55. A method according to claim 52 wherein the number of intermediate stations said first train stops at between said departing station and intermediate station is the same as the number of intermediate stations said first train stops at between said intermediate station and said further station.

56. A railway network comprising: a train line comprising a departing station and an interchange station; a junction between said departing station and interchange station; said junction splitting said line into at least two lines so that two trains on said line are able to access said interchange station at substantially the same time.

57. A train network according to claim 56 wherein said interchange station comprises a platform positioned between said two lines so that said two trains access said station at opposing sides of said platform.

58. A train network according to claim 56 or 57 further comprising a plurality of intermediate stations between said departing and said interchange stations, wherein only some trains stop at said intermediate stations.

59. A railway network as substantially described herein and illustrated by the accompanying figures.

60. A method as substantially described herein and illustrated by the accompanying figures.