William3000
Member
Does this so called plan have any official status?
A south end footbridge has the same challenge as the existing north end footbridge: it is only possible by shortening a bay platform to make space for the stairs and lift on the old station side. The result would be platform 2 no longer able to take 160m 8 car trains.
The impact on the main entrance would not be great: a few people who live on the Romsey side of the line and walk to/from the station, and the students going to and from Hills Road College. I doubt that a Clifton Road entrance would have any public transport links. The only bus route that uses Cherry Hinton Road already goes via the main station entrance.
Platfotm
Does this so called plan have any official status?
A south end footbridge has the same challenge as the existing north end footbridge: it is only possible by shortening a bay platform to make space for the stairs and lift on the old station side. The result would be platform 2 no longer able to take 160m 8 car trains.
The impact on the main entrance would not be great: a few people who live on the Romsey side of the line and walk to/from the station, and the students going to and from Hills Road College. I doubt that a Clifton Road entrance would have any public transport links. The only bus route that uses Cherry Hinton Road already goes via the main station entrance.
Platform 2 is actually a 10-car bay, while platform 3 is an 8-car. So I believe there would be scope to reduce the length of platform 2 so that it’s only 8 car and build the southern footbridge . Furthermore pre-electrification there was a third track in the middle of platforms 2 and 3; this is now taken up by electrification masts but it would theoretically be possible to mount these on the platforms as they are on platforms 5 and 6 at the opposite end of the station. It would also be possible then to widen platform 2 on to the existing track bed and reinstate the former line thus providing room for a southern bridge but this option would be more expensive.
The eastern entrance could serve taxis freeing up the Station Square for public transport, buses/trans etc and less car dominated (though taxi drivers may not like that). The eastern side could then cater for some car parking.Does this so called plan have any official status?
A south end footbridge has the same challenge as the existing north end footbridge: it is only possible by shortening a bay platform to make space for the stairs and lift on the old station side. The result would be platform 2 no longer able to take 160m 8 car trains.
The impact on the main entrance would not be great: a few people who live on the Romsey side of the line and walk to/from the station, and the students going to and from Hills Road College. I doubt that a Clifton Road entrance would have any public transport links. The only bus route that uses Cherry Hinton Road already goes via the main station entrance.
It was incredibly quiet in the late 80s. As you say in a typical hour there would be:Ive changed that for you, due to the following:-
Romsey residents already use the present Carter bridge, any new bridge to the south would be beneficial to the residents of the Coleridge area of the city, and potentially some residents of the Queen Ediths ward.
Indeed.
Cambridge has got a LOT busier since my days on the station spotting. Back then it was 1tph London, 2tph Royston, 1train per 2 hrs King's Lynn, ditto for Ipswich (more tph in the peak). How many do we have in the off peak now ? 5 (or is it 6) towards Hitchen/London alone !! Then you have the Norwich -Stansted and Birmingham- Stansted's to add + Ipswich.
A loco hauled express to London Liverpool Street (incredible to think Cambridge only had one train an hour to London). At the time I remember there were no through trains at all. There were then two an hour to Royston. Stansted Airport station hasn’t been built. Ipswich I think had a two hourly service. There were no direct trains to Norwich. King’s Lynn was a two or thre carriage DMU once an hour or every two hours, and then there seemed to be an hourly to Peterborough and bizarrely one that ran to Blackpool North a few times a day.
In those days:
1 was used for London Liverpool St
2 for Royston
3 seemed to be used for parcels and wasn’t used for passenger trains
4 for King’s Lynn
5 for Ipswich
6 for Peterborough and Blackpool North
7 and 8 didn’t exist
I would say more like triple. In about 1989 I think there were typically about 5 or 6 trains departing Cambridge ever hour and for a period none were through trains. It’s typically now about 15 an hour, of which about 6 are through trains.Yep.
I'd say the station see's over double the services what it used to see pre electrification.
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