"TheOneKEA" wrote in message
oups.com...
Brimstone wrote:
All of which can be overcome, especially the loading gauge question.
I don't see tube stock clouting any of the bridges. between Ealing
Bdy and West Ealing. WRT to speeds, 92 stock accelerates quicker
than anything on the mainline and it's only travelling about three-
quaters of a mile anyway.

It's not a matter of the tube trains hitting lineside structures, it's
a matter of what you're going to use to get a defective 1992TS off of
the line when it can't move itself...


What do you use to move a failed D78 on the Richmond branch or a l65 on the
Amersham line?

Tom Anderson wrote:
On Sun, 13 Feb 2005, PaulBowery wrote:

What about this for an idea- combine the Greenford branch and
Barking to
Gospel Oak into a single service via Ealing Broadway and Willesden
Junction. This would provide an interchange between the North
London
Line and the west via Ealing Broadway. If paths in the Willesden
Junction area are a problem then some of the Stratford trains could
run
to Willesden Junction low level via Queens Park.

I do think killing the service to Paddington, or anywhere similarly
central, would be a bit fatal.

How about making the branch part of the Central Line? You'd need
about a
mile of four-tracking to get to the junction from Ealing Broadway;
would
that be at all feasible?

tom


Operationally converting the branch to be a Central Line extension
makes sense. The question is: Would the construction costs be
justified?

Adrian.

One doubts the Health and Safety folks would allow any new cases of
tube and mainline interlining.

A.

Brimstone wrote:

What do you use to move a failed D78 on the Richmond branch or a l65
on the Amersham line?

Somebody probably goes and finds a barrier coach. The DC lines once had
them to allow standard stock to mate with Oerlikons, to allow the
latter to push the former out of the way. I haven't a clue what they
use nowadays.

"TheOneKEA" wrote in message
ups.com...
Brimstone wrote:

What do you use to move a failed D78 on the Richmond branch or a l65
on the Amersham line?

Somebody probably goes and finds a barrier coach. The DC lines once had
them to allow standard stock to mate with Oerlikons, to allow the
latter to push the former out of the way. I haven't a clue what they
use nowadays.


Probably nothing as methods of dealing with failed trains have developed.
It's extremely rare that an EMU can't be got moving under it's own power
albeit on reduced power.

"Adrian Auer-Hudson" wrote in message
oups.com...

One doubts the Health and Safety folks would allow any new cases of
tube and mainline interlining.


The HSE won't have railways as part of their remit for much longer.
Hopefully sanity will return.

Brimstone wrote:
"TheOneKEA" wrote in message
oups.com...
Brimstone wrote:
All of which can be overcome, especially the loading gauge
question.
I don't see tube stock clouting any of the bridges. between Ealing
Bdy and West Ealing. WRT to speeds, 92 stock accelerates quicker
than anything on the mainline and it's only travelling about
three- quaters of a mile anyway.

It's not a matter of the tube trains hitting lineside structures,
it's
a matter of what you're going to use to get a defective 1992TS off
of the line when it can't move itself...


What do you use to move a failed D78 on the Richmond branch

Battery loco from Lillie Bridge or Acton Town?
--
Richard J.
(to e-mail me, swap uk and yon in address)

"Richard J." wrote in message
. uk...
Brimstone wrote:
"TheOneKEA" wrote in message
oups.com...
Brimstone wrote:
All of which can be overcome, especially the loading gauge
question.
I don't see tube stock clouting any of the bridges. between Ealing
Bdy and West Ealing. WRT to speeds, 92 stock accelerates quicker
than anything on the mainline and it's only travelling about
three- quaters of a mile anyway.

It's not a matter of the tube trains hitting lineside structures,
it's
a matter of what you're going to use to get a defective 1992TS off
of the line when it can't move itself...


What do you use to move a failed D78 on the Richmond branch

Battery loco from Lillie Bridge or Acton Town?

The control systems on a D can be split in half, so that if there is a
failure on one the other can get the train back to depot. Even on LU metals
the need for an assisting train is extremely rare and only due to a
catastrophic failure.

Barry Salter wrote:

On Tue, 15 Feb 2005 13:15:31 +1030, (Aidan Stanger)
wrote:

The GOBLIN has a far greater potential as a light rail route.

And what would you propose doing with the substantial freight traffic
along the route should such a conversion come to fruition?

Using the NLL. From Camden to Dalston track space isn't a problem -
indeed it was once 4 track and could easily be again. From Dalston to
Stratford adding another track would be a bit more difficult, but could
still be done without any demolishion (apart from one industrial
building near the Lea). The work could be combined with the upgrading of
that stretch of NLL to become part of Crossrail 2.

If Crossrail 1 can take over the WCML Slow lines (which would provide an
alternative route into London so attractive that it would enable
boarding and alighting restrictions between Euston and Watford Junction
to be lifted) then it would provide a dedicated freight route from
Stratford to Euston. Linking it with the LTS would be harder (probably
requiring a short tunnel to link it with the E end of the GOBLIN) but
the resulting line woudl not only free up the GOBLIN for tram conversion
but also provide a much more direct dedicated freight route.

Adrian Auer-Hudson wrote:

Operationally converting the [Greenford] branch to be a Central
Line extension makes sense. The question is: Would the
construction costs be justified?

And which end do you connect it at?

Though a loop at both ends has its attractions from an aesthetic point
of view!

If tube tunnels were dug between West Ealing and just east of Ealing
Broadway, it would free up surface capacity at Ealing Broadway station
for the desperately-needed rebuilding.

There are endless options, and I think a wholesale reorganisation of
services might be beneficial, because
- the area needs north-south rail services
- the line parallel to the Central line is ridiculously under-used
- passengers beyond Northolt are not best served by an all-stations
service
- The Ealing Broadway Central Line branch will lose most of its
passengers to Crossrail

I'm thinking maybe a much enhanced Chiltern service from the Ruislips,
and new Central Line branches closer in: West Ealing via Castlebar
Park, and maybe something heading north into Park Royal.

Colin McKenzie