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[email protected] · August 9th 17, 09:47 PM posted to uk.transport.london

In article , (Tony
Dragon) wrote:

On 09/08/2017 18:13, e27002 aurora wrote:
On Wed, 9 Aug 2017 15:10:45 +0000 (UTC), d wrote:

On Wed, 9 Aug 2017 14:36:34 -0000 (UTC)
Recliner wrote:
wrote:
On Wed, 09 Aug 2017 15:05:22 +0100
Recliner wrote:
On Wed, 9 Aug 2017 13:59:05 +0000 (UTC), d wrote:
If by on time you mean 9 years later than it should have been
completed due to incompetance, indifference and procrastination
then sure.

This complex project is bang on time, so far at least.

Complex compared to what? Certainly not any of the other rail
projects happening in London at the moment.

Blame someone else for the long gap between Eurostar's departure and

Network Rail are to blame.

No, NR doesn't have the independence, authority or budget to launch
huge speculative station and track redevelopments like that. The DfT
is in charge and holds the purse strings tightly. Perhaps it has
different priorities to you for its finite investment funds?

The eurostar terminal could have been used pretty much as was. All
they'd have had to install would be gates and departure boards
downstairs in the former eurostar concourse and the track was
already linked to the rest of the network.

The platforms were the wrong height. Moreover, the track layout and
signalling may not have been appropriate for domestic traffic.
But, you are correct, in that after the international service moved to
Saint Pancras, DfT and Network Rail should have been considering
re-utilizing the station.

IIRC the track layout gave access to only a couple of the lines out
of Waterloo, those that were used by Eurostar.

Eurostar's approach to Waterloo International from Linford St flyover was
essentially single track. Even with the alterations, trains from platforms
20-24 can only reach two of the eight tracks to Vauxhall. There was a plan
to fit an extra link in which would have given access to all 8 tracks but it
was cut to save money.

--
Colin Rosenstiel