Station Description – Proposed Station Platforms Meadowhall high speed station would be located on a viaduct structure running from southeast to northwest across the Don Valley, approximately 22m above ground level. This would be comparable to the adjacent level of the M1 Tinsley Viaduct. In the immediate area of the platforms there would be six tracks. The two centrally-situated tracks would be through lines for non-stopping trains, and these tracks would not have platform faces adjacent to them. There would be four tracks for stopping trains, based around two centrally-loaded island platforms, one for northbound services and one for southbound services. The platforms would be 415m long and 12m wide. At ground the four-platform conventional network station at Meadowhall Interchange would be modified by moving the Rotherham platforms (for trains to Sheffield, Rotherham Central and Doncaster) nearer to the high speed station and constructing new pedestrian links. Concourse The station would have multiple entrances, for access to and from different travel modes. The primary station entrances and main concourse with ticket hall and other station facilities would be located at ground level, beneath the viaduct, raised approximately 1m from the current ground level to lift it clear of the flood plain, and surrounded by the station forecourt. From ground level, a series of escalators and lifts would provide vertical circulation for access to the platforms via an upper concourse. The main bank of escalators from ground level would lead up to the upper concourse, and from there, further banks of escalators and lifts would lead up to the platforms. On the upper concourse, a further entrance would also be located at the northwest end, where a bridge would lead to the Supertram and conventional network platforms at Meadowhall Interchange. A pedestrian bridge at the southeast end of this level would give direct access to a multi-storey car park. High Speed Platforms Conventional Platforms Concourse Forecourt Car Park Supertram Stop
included, a 2 minute dwell has been assumed. All times from London include a stop at Old Oak Common. Journey Time Results Route Stops Journey Time London to Leeds London to York Birmingham to Leeds Birmingham to York Derby, Meadowhall, Leeds 13f via Woodlesford and Garforth ECML Connection No stop 01:14:15 01:22:30 - - Derby 01:17:30 01:25:45 - - B’ham Int and Meadowhall 01:24:45 01:33:00 - - Derby and Meadowhall 01:22:45 01:31:00 00:50:15 00:58:30 Stops Journey Time London to Leeds London to York Birmingham to Birmingham to York Derby, Meadowhall, Leeds 1a via Transpennine and Garforth ECML Connection No stop 01:15:45 01:22:30 - - 01:19:00 01:25:45 - - B’ham Int and Meadowhall 01:26:15 01:33:00 - - Derby and Meadowhall 01:24:15 01:31:00 00:51:30 00:58:30 Route Journey Time London to Leeds London to York Birmingham to Birmingham to York Toton, Erewash, Meadowhall, Leeds 13f via Woodlesford and Garforth ECML Connection No stop 01:14:30 01:22:45 - - 01:18:30 01:26:45 - - B’ham Int and Meadowhall 01:25:00 01:33:15 - - Toton and Meadowhall 01:23:45 01:32:00 00:51:00 00:59:15 Route Stops Journey Time London to Leeds London to York Birmingham to Leeds Birmingham to York Toton, Erewash, No stop 01:16:00 01:22:45 - - Toton 01:20:00 01:26:45 - -
the Middle Coal Measures strata, but would not be without risk due to unknown historical data. The consequence of these routes would be that they would not directly serve Sheffield and access could only be achieved by a spur off these routes, adding to the capital cost through additional route length. Journey times to central Sheffield would be less competitive than a direct route. There would be potential for placing an intermediate station on a through route but this would be remote from the urban areas where demand is concentrated, and these station options were ruled out. Wakefield Tunnels Routes passing Wakefield offered fairly direct connections to potential stations west of the existing Leeds station limiting the impact on journey times. Therefore numerous options were explored which resulted in varying tunnel lengths from 5km to 11km. These options included entering a tunnel south of Wakefield and emerging north of Wakefield station near Alverthorpe before broadly following the Doncaster to Leeds railway as far as Middleton, at 125kph or continuing in tunnel until just north of the M62 motorway crossing east of Morley at faster speeds of 300kph. A route entering a tunnel north of Wakefield near Outwood and emerging east of Morley was investigated offering speeds of up to 300kph. The required length of tunnel for these options were found to be costly and had additional concerns of passing through ground which had known historical mining activities, increasing construction risk. East Main Line Connection A number of options were explored for connecting into the East Coast Main Line at various locations between Colton Junction and Northallerton (and hence beyond to an aspired high-speed destination of Newcastle). On joining the East Coast Main Line, Classic Compatible trains would run onwards towards Newcastle. These options included: A grade-separated connection at Colton Junction with trains running through York station towards Newcastle; a grade-separated connection south east of Tollerton forming a short York bypass by broadly following the A1237 York Ring Road; a grade-separated junction just north west of Raskelf after leaving the route following the A1 (M) and passing through the disused airfields of Tockwith and Tholthorpe Moor.
9a North of Staveley 1 Taken forward – Combined with 9b 9b North of Staveley 2 Taken forward – Combined with 9a 9c Renishaw Site too – Parked 9d Killamarsh Poor access – Parked 10a Woodhouse Jcn Taken forward for further design 10b Tinsley Taken forward as both IMD and RSD 10c Masboro / Ickles Site too small – Parked 11 Chapeltown (Sheffield) No Classic Rail Connection for IMD – Parked 12a Cudworth 1 forward – Combined with 12b 12b Cudworth 2 Taken forward – Combined with 12a 13a Carlton / Shafton Limited access from route – Parked 13b Havercroft / Hemsworth Taken forward 14a New Crofton Taken forward 14b Walton Challenging terrain – Parked S14C Crofton Poor access and challenging terrain – Parked 15 Healey Mills Too remote from potential routes - Parked 16a Normanton Site too small – Parked 16b Methley Junction Taken forward 16c Woodlesford Site too small – Parked 16d Great Preston Poor access and challenging terrain – Parked 17a Lofthouse Limited access – Parked 17b Rothwell Challenging terrain and limited access – Parked 18a Stourton Freight Site too small – Parked 18b Copley Hill Site too small - Parked S18C Wortley Poor access and unsuitable location – Parked 19 Gascoigne Wood Too remote from potential routes - Parked S20 Alfreton Poor access and unsuitable location - Parked The sites taken forward for further design were as follows: Infrastructure Maintenance Awsworth (6c / 6d) Staveley (9a / 9b) Woodhouse Junction (10a) Tinsley (10b)