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Old May 22nd 16, 11:34 AM posted to uk.transport.london,misc.transport.urban-transit,uk.railway
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Default 08.08 To Willesden Junction

On 22/05/2016 11:46, e27002 aurora wrote:
On Thu, 19 May 2016 04:18:44 -0500,
wrote:

In article ,
(Robin9) wrote:

I've always thought the train service through Leyton
Midland runs at fifteen minute intervals and never goes
further than Barking at one end and Gospel Oak at the
other. I normally use the service only at off-peak periods.
Yesterday I travelled in the rush hour and just missed a
westbound train. I assumed I would have to wait another
fifteen minutes.

Instead I found another train announced: the 08.08 to
Willesden Junction. Clearly this train runs beyond Gospel Oak.
The train was quite full so an additional train is financially
justified. I didn't know spare train sets were available for
extra duties in the peak periods.

I got off at Blackhorse Road. I would have liked to have
stayed on to see how the train negotiated the Gospel Oak


It's only in service from Woodgrange Park and it passes Gospel Oak without
stopping. The latter is obvious really because the GOBLIN platform is a bay
and the other platforms are not on that route. It does call at stations from
Hampstead Heath to Willesden Junction though.


How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.


There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.

--
Graeme Wall
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Old May 22nd 16, 11:40 AM posted to uk.transport.london,misc.transport.urban-transit,uk.railway
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Default 08.08 To Willesden Junction

In message , at 12:34:19 on Sun, 22 May
2016, Graeme Wall remarked:
How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.


There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.


Which means the signalling needs to be changed, and in the current
environment (with ever more safety measures fighting against ever more
remote signallers) it appears that changing the signalling costs Network
Rail orders of magnitude more money than changing the pointwork.
--
Roland Perry
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Old May 22nd 16, 12:15 PM posted to uk.transport.london,misc.transport.urban-transit,uk.railway
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Default 08.08 To Willesden Junction

On 22/05/2016 12:40, Roland Perry wrote:
In message , at 12:34:19 on Sun, 22 May
2016, Graeme Wall remarked:
How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.


There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.


Which means the signalling needs to be changed, and in the current
environment (with ever more safety measures fighting against ever more
remote signallers) it appears that changing the signalling costs Network
Rail orders of magnitude more money than changing the pointwork.


Depends on whether they are going to have to upgrade the signalling
antway which would reduce the extra cost significantly. More of a
problem would be the extra moves across a flat junction interrupting the
existing services, plus whether there are the extra paths available west
of Gospel Oak for the trains.

--
Graeme Wall
This account not read.

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Old May 22nd 16, 11:51 AM posted to uk.transport.london,misc.transport.urban-transit,uk.railway
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Default 08.08 To Willesden Junction

On 2016\05\22 12:34, Graeme Wall wrote:
On 22/05/2016 11:46, e27002 aurora wrote:

How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.


There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.


Just the one through platform for both directions? (Yes, I know Ware
Station is like that.)

Are there paths for the full Goblin service to extend westward? Is there
need for that many trains westward? Although it would be "neat" if the
full Goblin service went to Clapham Junction and the full Stratford
service went to Richmond.
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Old May 22nd 16, 02:17 PM posted to uk.railway,uk.transport.london,misc.transport.urban-transit
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Default 08.08 To Willesden Junction

Basil Jet wrote:
On 2016\05\22 12:34, Graeme Wall wrote:
On 22/05/2016 11:46, e27002 aurora wrote:

How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.


There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.


Just the one through platform for both directions? (Yes, I know Ware
Station is like that.)

Are there paths for the full Goblin service to extend westward? Is there
need for that many trains westward? Although it would be "neat" if the
full Goblin service went to Clapham Junction and the full Stratford
service went to Richmond.


One minor point, but the new GOBLIN trains will be four-car Aventras,
rather than the five-car 378s used on the NLL. Wasting a scarce NLL path on
a four-car unit wouldn't go down well.



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Old May 22nd 16, 10:10 PM posted to uk.railway,uk.transport.london,misc.transport.urban-transit
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Default 08.08 To Willesden Junction

On Sun, 22 May 2016 14:17:14 -0000 (UTC), Recliner
wrote:

Basil Jet wrote:
On 2016\05\22 12:34, Graeme Wall wrote:
On 22/05/2016 11:46, e27002 aurora wrote:

How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.

There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.


Just the one through platform for both directions? (Yes, I know Ware
Station is like that.)

Are there paths for the full Goblin service to extend westward? Is there
need for that many trains westward? Although it would be "neat" if the
full Goblin service went to Clapham Junction and the full Stratford
service went to Richmond.


One minor point, but the new GOBLIN trains will be four-car Aventras,
rather than the five-car 378s used on the NLL. Wasting a scarce NLL path on
a four-car unit wouldn't go down well.

They "waste" a path on a 2 or 4 coach DMU to Willesden Junction every
weekday morning; I suspect the passengers see it as a relief rather
than a nuisance.
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Old May 22nd 16, 11:17 PM posted to uk.transport.london
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Default 08.08 To Willesden Junction

In article ,
(Charles Ellson) wrote:

On Sun, 22 May 2016 14:17:14 -0000 (UTC), Recliner
wrote:

Basil Jet wrote:
On 2016\05\22 12:34, Graeme Wall wrote:
On 22/05/2016 11:46, e27002 aurora wrote:

How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.

There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.

Just the one through platform for both directions? (Yes, I know Ware
Station is like that.)

Are there paths for the full Goblin service to extend westward? Is
there need for that many trains westward? Although it would be "neat"
if the full Goblin service went to Clapham Junction and the full
Stratford service went to Richmond.


One minor point, but the new GOBLIN trains will be four-car Aventras,
rather than the five-car 378s used on the NLL. Wasting a scarce NLL path
on a four-car unit wouldn't go down well.

They "waste" a path on a 2 or 4 coach DMU to Willesden Junction every
weekday morning; I suspect the passengers see it as a relief rather
than a nuisance.


It is one train (presumably fitted between freight paths) rather than a
regular service which would be quite a different timetabling challenge.

--
Colin Rosenstiel
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