Supplementary memorandum by Arriva (OPT
29)
OVERCROWDING ON PUBLIC TRANSPORT
WHERE ON
YOUR NETWORK
IS PLATFORM
CAPACITY A
SERIOUS RESTRAINT
?
Strengthening on some routes is hampered by
the platform length constraints, these are principally in West
Yorkshire and are as follows;
— Selby—Leeds (local services)
— York—Leeds (local services)
— Caldervalley (Leeds—Manchester
Victoria)
— Leeds—Sheffield (via Barnsley)
— Leeds—Sheffield (via Rotherham)
— Leeds—Huddersfield (local services)
The problem stems from the variety of platform
lengths on any one route and the longest booked train formation
is governed by the shortest platform for each route.
ATN operates a mixed fleet of different types
and lengths of multiple units:
The most desirable combination of coupled working
to deliver sufficient seat capacity in West Yorkshire is two class
15X units, which require a minimum platform length of 92 metres.
The Harrogate line is a good example to highlight
the problem. It can be seen from the attached route diagram that
the platform lengths range from the shortest platform at Burley
Park (66 metres) to the longest platform at Harrogate (243 metres).
The longest train which can operate over the route is dictated
by the length of Burley Park station, which actually is a combination
of two class 14X trains totalling 62 metres.
There is a scheme to lengthen the platforms
at Burley Park and Headingley to 92 metres so that a combination
of two class 15X trains can operate on the route. However once
this is complete short platforms at Hornbeam Park and Weeton become
the governing factor, so strengthened services could not run beyond
Horsforth. Considering that the majority of services run between
Leeds and Harrogate/Knaresborough, the scheme will only benefit
the three trains that currently run per day between Leeds and
Horsforth only.
How many stations served by Arriva have platforms
below:
(a) five carriages in length;
(b) eight carriages in length; and
(c) twelve carriages in length.
Under normal circumstances Arriva Trains Northern
operate trains which are a maximum of five cars in length. Because
of the variation in length of differing types of unit, the calculations
have been based on the 23 metre length, the Sprinter. Platforms
may vary considerably in different directions at the same stations,
and so calculations have been made on the number of individual
platforms as follows:
Summary of platform capacity
1 coach (23m or less) = 5 2
coaches (24m—46m) = 40 3 coaches (47m—69m) =
126 4 coaches (70m—92m) = 227 5 coaches (93m
and above) = 319
(These figures are based on each coach being 23m in length)
Minimum platform capacity at individual
stations
1 coach (23m or less) = 4
2 coaches (24m—44m) = 27 3 coaches
(47m—69m) = 70 4 coaches (70m—92m) =
111 5 coaches (93m and above) = 67
(These figures are based on each coach being 23m in length)
ARE THESE
CONCENTRATED ON
A SINGLE
LINE ?
The shorter platform lengths are not concentrated
on a particular route, although some routes, such as Middlesbrough-Whitby
and the Knottingley-Goole part of the Wakefield-Goole route have
a higher than average number of short platforms. This tends to
reflect the rural nature of the route and the frequency of the
train service.
WHAT DISCUSSIONS
WITH THE
HSE HAS ARRIVA
HAD ABOUT
RUNNING TRAINS
LONGER THAN
THE PLATFORMS
INVOLVED?
Gary Stewart, Safety and Standards Director,
has had recent discussions with Ron Whally at HMRI, Manchester,
who was enquiring about the regulations of long trains stopping
at short platforms on Arriva Trains Northern. HMRI appear concerned
about this practice unless selective door opening is fitted to
trains allowing the Conductor to restrict the number of doors
which open. This would seem to be a sensible policy and one which
Arriva Trains Northern would support for planned service operation
in this manner. However Arriva Trains Northern do not currently
plan to operate trains longer than the shortest platform on a
route in the based timetable. It is possible though that during
out of course running these circumstances occur and in this event
our Conductor is instructed to operate a single door in local
control mode to allow customers to access and egress the train.
HMRI are happy about this practice on a limited basis, but it
would be impractical to use this method of operation on a more
regular, planned basis.
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